Adamw

Can you attach your map, and a log of it cranking.

So did you try it as 4 bar as per this note?

Hmm, odd. Trigger looks good in all of those captures with plenty of margin from error. It must only be some intermittent occurrence that upsets things. Looking at your log again I notice the error mostly occurs when the ignition advance is very low - it was around 0deg in most of those errors. I wonder if it may be rotor phasing in the distributor causing the spark to jump to something other than the correct post. Can temporarily turn idle ignition control off for a short test and see if your trigger errors disappear with that disabled.

Set active drives to Inj 1-4. If you attach the map you have set up I will take a look.

Yeah 85% VE at idle is not correct, it suggests there is less fuel being injected than what the ecu is calculating should be. It could potentially just be poor control at the short idle pulse widths, or it could be poor data. You could try tuning a bit further to see if the VE numbers become more realistic at higher loads which would indicate it is deadtime or short PW error. If VE remains excessively high at higher loads then that would indicate the flowrate is less than quoted.

Yes, Active state setting changes open/close direction. Forgot to mention above you can also use Aux 3/4 for 3 wire valves in G4X.

You will need to change everything I listed. MAP being the main one. As per the manual you should have checked MAP matches BAP before starting.

It is effective and that is about right. Generally around 0.2ms is common

Yes, that is the same sensor we sell.

Check your MAP sensor calibration, when you saved last the map it was reading 160kpa with the engine off, therefore the MAP limit was activated (100% fuel cut). But sometimes that saved snapshot may be wrong as it saves as the voltage fades away when the power was cut to the ECU. Since you have changed to modelled mode you will also need to change a few fuel settings to match: Turn off IAT trim. Zero out warmup enrichment. Fuel table will need much larger numbers (now VE). Highlight the whole table and hit "*2" will get it somewhere close. Typically you want numbers around 60 at idle and 100-110% at peak torque. Fill the accel cold correction table with 1's. As per above, you may also be 360 deg out with your offset.

Can you do us a few trigger scopes. Say a couple at idle and a couple at 2000RPM. >ECU controls>trigger scope. Click the capture button, then save.

Flowrate - The LS7 ecu flow table uses differential fuel pressure Vs flow in g/s. So from this table we can see @304kpa differential we have a quoted flowrate of 15.308g/s. To convert to cc/min we multiply by 60 then divide by the density of gasoline (say 0.745g/cc). 304kpa Flow rate for link = 1233cc/min. Short PW adder you can enter directly from here. It doesnt say what pressure that was derived at but I guess they use the default returnless 400kpa. For deadtimes use the LS7 table. You can either just use the 304kpa column or if you have a fuel pressure sensor you could set it up 3D and use say one column each side as well.

The dash is typically completely seperate from the ecu wiring. There will only be a tacho wire from the ecu to the tacho and an AC request signal from the AC switch.

A ZF GS100502 is a common option that is often convenient to mount as it is just a straight M12 threaded body.

The temperature value going randomly low means the resistance is going randomly high. This could potentially be a failing sensor, but more likely something like a bad crimp or loose terminal. The first thing I would try is put a large IAT gauge on your laptop screen so you can see it easily then go around and wiggle/shake/tug/bend all related wiring while watching that gauge.

In the last map you attached the cam sensor is set up as a reluctor - which is a 2 wire non-powered sensor. One of your earlier trigger scopes also suggested is was a reluctor. Do you actually have a hall sensor? It is sitting at 4% in the log you attached which matches the target. Can you set the E-throttle "when stalled" to run and do a short log of some throttle movements with the engine off. Also attach a copy of your current tune.

It just sounds like too much fuel is fouling the plugs. Reduce the master fuel value until it runs - start by halving it. It might pay to confirm fuel pressure also, in case regulator is stuck closed or something.

Ok, then you need to use multitooth/missing trigger mode. Settings below. For ignition mode it will have to be wasted spark. For injection mode you can use multipoint group or semi-sequential. For semi-sequential the injectors will have to be wired in specific pairs as per the note below.

0% TP is normally the idle position (slightly open, sitting on the stop). If you do need to adjust the stop position later to achieve correct idle bypass or whatever then you re do the TP calibration afterwards.

Is the crank wheel 12-1? Does it still have a cam senor connected?

Correct, if fuel system type is set to fp sensor then fuel pressure is already taken care of, you shouldn’t need to change a

Ok, the default reluctor arming thresholds will usually be fine with that.

We are working on a new GDI ecu but it is still quite some time off. Probably a year or more.

What bosch sensor?

Clutch shouldnt make any difference, the shift will end whenever your end conditions are met, this could be gear barrel position, a timer based shift or a DI.