Adamw

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.

Enter the correct injector size for the injectors you have.

If you want to make your 24T wheel into a 24-1 wheel, then you can remove any tooth. Either 90 deg BTDC or 90 ATDC makes first start up easier as you can just guess trigger offset to get you in the ballpark.

Whats does Lambda 1 status and Lambda 1 error in the runtimes screen say?

Will need to see a log and the tune. Did you set Lambda 1 to "Link CAN"?

You adjust it in the Fuel main settings, not in the injector settings.

Looks like the sensor is wired back to front in that scope. Swap the +/- wires. Can you attach your tune also.

Yes, if you use distributor ignition you can use the 3 spare ignition outputs as auxes. Or you can do COP coils wired in wasted spark which will give 2 spare auxes

Generally the older toyota 3 wire idle valves such as the MR2 used need to be connected to aux 1 & 2. So, the bentre pin goes to +12V, one outside pin goes to aux 1 and the other to aux 2 (doesnt matter which is which).

The problem is not the crank wheel, the trigger offset shows that is correct. It is the position of the cam teeth that appear to be incorrect. Did you check the cam timing, VVT sprocket and thrust are all correct yet?

It can be anything between -360 and +360. Whatever makes it run with the correct timing is the correct offset.

The factory oil pressure switch is just connected to the warning light on the dash, it is not connected to the ecu at all. The easiest option to connect an oil press and fuel press sensor would be with an expansion loom as this also has the 5V and ground that both sensors will require. You could connect to the oil O2 or MAF inputs, but you will need to find and splice into a 5V and sensor ground wire yourself. Probably the TPS would be the most convenient. Factory Coolant temp will work. Only one is connected to the ecu, the other is connected to the dash only. There are two extra temp inputs on the expansion loom if you want to connect an oil temp sensor. Yes that is fine. I would probably connect this to the factory O2 wire or MAF input since it doesnt need 5V or sensor ground and use the expansion loom for the oil/fuel press. Make sure you ground the innovate device to the engine block/cyl head. The base map should be ok. Just adjust the master fuel value until it runs smooth. I would expect a master around 5-8ms for 1200cc injectors.

I think some of the issue is the idle valve settings, it is set to open loop and it stalls when the idle valve starts to wind off the startup offset after the 10sec startup hold. I have made some changes in this map, load it in, do a store, then turn power off for say 10 seconds to allow the stepper to reset before trying restarting. Log it also, it may still not be right. MPPBaseTimingSet idle changes.pclx

Have you tried adding of subtracting 360 deg from your offset? You are potentially sparking on exhaust stroke instead of compression stroke.

Yes, connect one wire of the boost solenoid to any aux. connect the other wire to the point in the drawing "+12V other relays, VVT, Idle valve, etc". I see I missed a question earlier about the idle valve. Is the idle valve a 3 wire one similar to an ST205?

Attach the triggerscope and your tune. Make sure you are only clicking the capture button on the scope when the engine is already cranking - not before.

Yes you will need an ignitor with that coil. I dont know the omex well, but it looks very oldschool, 1990's technology, suspect it is based on one of the old GEMS designs. Back then many ecu's would have ignitors built-in as all coils were dumb coils. Most modern ecus have moved away from that as dumb coils are rare nowadays and ignitors are easily damaged with something as simple as a wrong dwell setting. In the old days a damaged ignitor would require shipping the ecu back to the manufacturer for repair.

Yes this diagram was for a Monsoon which has a MAP sensor built in. In your case you will need to connect the MAP just like one of the "extra sensors". Lambda would typically be only one or 2 wires, it would not have a 5V supply from the ecu - but yes it will be connected to an AN Volt pin and possibly sensor ground (Gnd out) if your device has a separate analog ground. For the Knock sensor, first check your Atom is hardware revision V3.0 or later (check in PC Link >help>ecu information) as knock was only added to the Atom recently. If your ecu is capable then the knock sensor needs to be connected between the dedicated knock pin and one of the sensor grounds shown below.

The "no start" is because there is no signal from the cam sensor at all. With no cam sensor it will sync only by luck of the draw - so it will start approx 50% of start attempts, other times it will be sparking on the exhaust stroke so will never start - until you stop cranking and try again - then you will get another 50/50 chance... The bad running is due to your MAP sensor reading wrong, it is showing 300kpa at idle so you are getting about 600% more fuel than you should be. MAP should read about 100Kpa with the engine off. The MAP sensor calibration is current set to "Link 4 Bar", are you sure that is the sensor you have?

It should be fine, the main fuel look up is done with TP, so that will be stable, only the background multiplication will be based on MAP. If it doesnt work then you could switch to BAP load source and use a 4D table to compensate idle valve air flow based on valve position but I have never needed to do that. I suggest keep it simple and only add complication if it is actually required after trying the simple method.

Setting trigger offset is one of the most basic fundamentals of setting up an ecu, it must be done on every engine before tuning is attempted. Any tuner should know how to do this and would do it everyday. Instructions below from the help file.

The fuel equation will need to be MAP referenced to compensate for the variable amount of air that bypasses the throttle due to the idle valve. Typically the best set up for an engine like this is the Fuel equation source set to load = MAP. Use TP as the load axis on the fuel table and lambda target table. Ign table can be MAP or TP, but I would usually do TP for a NA engine.