Adamw

When you say "switched voltage", I guess you are talking about pin A5? This looks like ignition coil dwell period to me, approx 5ms pulse every 30ms would be ~1000RPM on a 4 cyl, and the curve matches a typical coil current curve. So, possibly two issues - 1) main supply to ign relay is too small or there is other resistance somewhere. 2) Possibly too much dwell, I havent tested these "short coils", but the common vag coils typically only use around 1.6ms dwell for 8A, by 3.0ms they are pulling something like 25A.

Its not a back feed, there is a 12V pull-up resistor on all auxes, so when the ecu is powered but the aux is off, there will be 12V present on the aux. It is only a few mA, not enough to power anything, but it is needed for devices that need a square wave PWM or frequency signal such as tacho's, solidstate relays etc

I think this would be the main problem. After you change that setting, I dont think it takes effect until after the ecu is next power cycled and reconnected. So probably after the next failure you done a power cycle and this finally updated the connection speed.

If you look at the ID on the left, those status enumerations are sent on completely different ID's to the lambda data (ie 0x2B3 instead of 0x2B1), so you need to set up a completely separate user stream to receive them. In terms of understanding their "message position" notation, this is haltech specific and is described in one of their other documents. 0:7-0:4 means the data is between Byte 0, bit 7 and Byte 0, bit 4. Byte 0 is the left most byte in the frame and bit 7 is the left most bit in the byte. Be aware that there are several different conventions for bit and byte numbering, some start at 1, some start at 0, some count from left some count from right, some change depending if MSB or LSB etc, so usually best to check documentation whenever there is any. This is why we use "start position" and the visual tool rather than start bit which can often be ambiguous. The Haltech 0:7-0:4 would be start pos 0 with a width of 4 in Link notation. By all means you can add your request to the wishlist forum. My initial feeling is it would be a quite unlikely one for a couple of reasons; 1)Text strings take a lot of memory and RAM is always something you want to preserve as much as possible. 2) Every single parameter added to the ecu adds to the payload that must be moved at high speed between the ECU and PC, everything we add slows down connection speed, PC Logging, searching runtime lists etc. So with any additional feature, we need to carefully scrutinise the balance between the potential negative effects on performance with the usefulness or desire of the function - how many users have requested it etc. I dont think that balance is in your favour for this one.

Your E-throttle target table should have APS on one axis, you currently have TPS.

Attached is your map modified to better suit ITB's. I changed fuel and Ign table axes and mapping, charge temp table, lambda target, disabled IAT trim, setup idle ign control, & set up accel enrichment. The fuel will likely be way off now so adjust the master fuel to get it closeish first before adjusting any fuel table numbers. Check you are happy with the ignition advance I have put in there, I dont know these engines well or any details such as your compression ratio or cam timing so this is just a generic/typical 4 valve big bore advance curve. 5-31 2024 ITB fuel and Ign setup.pclr

Yeah it can be done, G4+ isnt quite as flexible with how you do variable cuts over CAN but these gearboxes dont need much torque reduction anyway, you can do something like retard only for mild shifts then for heavy shifts you can switch to retard with some fixed cut added or similar. The Turbolamik documentation is a bit lacking but I have helped a few users set up the ecu side successfully before. Attach your ecu and tcu configs when closer and I would be happy to set up the basics.

No, you will definitely need at least the user stream added. Set a channel to receive user stream 1, ID50, on the streams tab load the GaugeART_CAN_Gauge_Extra_ID50.lcs into stream 1. I've attached the 4 extra streams below as I dont remember if they are included in the G4+ install by default. CAN set up should look like this: GaugeART_CAN_Gauge_Extra_ID51.lcs GaugeART_CAN_Gauge_Extra_ID52.lcs GaugeART_CAN_Gauge_Extra_ID54.lcs GaugeART_CAN_Gauge_Extra_ID50.lcs

Which pins specifically? Can you also check the connection speed setting is set to fast here: And the connection port setting is set to manual and USB:

ECU sensors should not be grounded to the block. That is exactly what I just explained. Do not connect either of the prosport ground wires to ECU sensor ground.

It is fairly well explained in the help file. What do you need help with? How do you want to set or reset the amount of fuel in the tank when filled?

No, you will need a separate stream for each controller, so, a single frame in User stream 2, another frame in User stream 3. Not sure what you mean here, there is a bitrate setting for the entire bus, but that must already be set if you already have 1 device working. There should be no transmit rate setting since you only receiving data. Correct. No, the streams would be set up with parameters Lambda 3,4,5,6, instead of lambda 1&2. But otherwise the start pos, width, divider etc is the same for all. You cant do custom enumerations, you can record the raw value to a CAN DI like I set up in the original file and trip a warning if it is ever >0, but you will have to manually decode the status ennumeration if there is ever an error reported.

The analog ground and the heater ground are likely internally connected, if you connect the analog ground to ecu sensor ground and the heater ground to some other point then you will potentially cause a variable voltage offset on the ecu sensor ground that changes depending on electrical load. If you connect both wideband grounds to the engine as suggested then your AFR will likely still see some variation with changing electrical load, but at least all the other ECU powered sensors will still be accurate and not affected.

There is a Mark IV supra base map in VTS, this would have all the correct settings to run your engine, assuming it is a cable operated throttle.

Ok, a quick tip for PID tuning - when your control output (motor DC) oscillation is exactly 180° out of phase with the process variable (TPS), this means the oscillation is coming from excessive proportional gain. Example below from your log, the logging rate is a little low so the oscillation is a bit distorted but you can see the troughs in motor DC align with the peaks in TPS and vice versa. If the oscillation was due to derivative or Integral then the peaks and troughs get offset from each other, and you can usually differentiate between integral and derivate as an integral-caused oscillation will be a slower rolling type effect. So, I would try dropping your proportional to about 6.0 and increase your derivative to about 40. The reason for increasing the derivative is because this throttle appears to have a lot of friction or stiction - the motor DC needs to change a lot to get the throttle to move, increasing the derivative often helps in these cases as it introduces some noise.

The "EJ20 Quad AVCS" or "EJ25 AVCS" trigger mode is designed for the engines without the separate front sync sensor, they use the left rear intake sensor for sync instead. But to make this work you will need to move the wire that comes from the rear left-hand intake cam sensor to trigger 2 (originally it would have been connected to DI1). To clarify, at the ecu plug you need to remove the wire that is currently in pin B1 (old front cam sensor - just tape this wire up out of the way somewhere), then move the LH rear cam wire from its current position in Pin E9 to B1. Run two new +12V wires to the rear cam sensors and swap plugs/pinout to match the new sensors.

I would connect both ground wires to the engine block since these cheap devices are usually poorly designed, connecting the analog ground to sensor ground will likely just be coupling sensor ground to engine ground and make all other sensors less accurate. Analog voltage sensors should use ECU sensor ground.

Yes, normal. In PWM test mode the output will be pulsing between 0V & 12V at 50% duty cycle, the multimeter isn't fast enough to show this so it will display roughly the average of the two voltages.

Yes, this does sound like there is possibly an issue with the power supply circuit. I suggest removing the ecu from the car and powering the ecu up on the bench with some test leads and a battery. If you dont have any of this equipment then you may have to return it to Link Japan to get them to do it. The easiest connection to power up the ecu is to use the large TVS diode behind the main header, connect +12V to the striped end and ground to the plain end. Then try the firmware update again like this.

If this is with just with one multimeter probe connected to one solenoid wire and the other probe connected to the other solenoid wire, then that solenoid has a dead short inside, it is faulty/rubbish.

Yes the connection like that should be fine. Make sure you initially only connect lambda 2 to the ecu and reprogram it as lambda 2 before plugging in lambda 1.

I think there is an issue with the throttle/throttle position. All of the time points you mention show evidence of the same issue, but the last patch at 20:07 to 20:12 is especially convincing. The log shows the TPS is wide open at 3000RPM, yet the manifold pressure is sitting at only 33-48kPa, there is no way an engine like this would be pulling overrun levels of manifold vacuum if the throttle really was wide open/unrestricted. The MAP appears to be correct as the differential fuel pressure is reasonably flat at the same time, if it was the MAP sensor that was reading low the diff FP would be much higher than normal in that area. Since TPS sub and the throttle error accumulators arent logged its hard to confidently say that it is actually the throttle causing this restriction as there are a few puzzling observations: 1) If it were just the TP main sensor failing then I would have expected the throttle control system to trip into safety mode, it only allows about 2% error for a max of 2 sec. 2)The throttle motor DC is sitting at about 30% in the restricted areas which looks similar to other areas of WOT when it was working correctly, so that kind of suggests TPS was actually in a similar/normal position. I dont know how the TPS is connected to the throttle shaft/butterfly internally, but it is almost like the motor is moving the TPS, but not the throttle butterfly? Broken shaft maybe? Or perhaps the throttle actually is opening fine but the "throttling" is coming from something else - like a rubber coupling or air filter collapsing, something floating around inside an intercooler pipe etc. I would have thought to pull the MAP down to 33kPa however it would need to be a pretty well sealed "restriction". Anyhow hopefully that gives you some clues what to concentrate on.

20Hz would be normal. If it only faults with the valve connected then it suggests an issue with the circuit, either too much current or the voltage is low. If you have a multimeter handy, can you measure the resistance of the solenoid.

It sounds like the sensor is dead in that case.

How did you confirm the relay is turning off? From what you have described so far I dont think it is. When the gauge remains on with the ignition off, what happens if you unplug that relay, does everything then shut down? I suspect that relay is being held closed due to a backfeed through the boost solenoid and out of pin 102. That relay coil should be connected to pin 110 so there is no chance of a loop if the MPI relay opens quicker than the new relay.