Adamw

Can you measure resistance between the +12V and Ign pins. If it is less than about 2ohms then there is no ignitor, if it is more than a few hundred ohms then they have ignitors built in. You could still be 360deg out though, firing on exhaust stroke.

You could try temporarily changing regional format to English US, but I havent heard of any issues with Malaysian formating before so I dont think it is that. If that doesnt help I think I would try a clean install, maybe on of the parameter lists is messed up. Save ack up copies of any custom layouts and basemaps somewhere safe. Uninstall PC Link. Completely delete the Link G4X folder from C:. Completely delete the PC Link folder from C:\Users\*your user name*\AppData\Roaming (you may need to turn on hidden items in windows explorer to find this). Install fresh copy of PC Link.

Do the coils have ignitors built-in?

Can you attach a pic of >help>about as requested earlier. What language and region settings is windows using? Have you tried a different laptop?

What specific model ECU do you have? Also, what is the serial number?

Still not much closer at this stage. I dont want to make a guess, but based on the time frame of the last couple of plug-ins we have released I think it is still at least 6 months away.

You could do it several ways, but below is the closest option to how you propose in a binary sense. Use 2 virtual auxes - you only need 2 as the 3rd combination would be assumed anytime the other 2 are not true. The other other would be to receive the data as a two bit value - say use something like CAN AN Volt channel, then the 3 switch positions could be represented as a value 1/2/3. You could put the CAN AN Volt directly onto the boost table axis.

Something like below would do it.

No, ECT is included in the CAN stream, you dont need another sensor.

Timing light is the next step. Note the logged ignition angle is just whatever is being commanded in your ignition table. But it is irrelivent if the offset is wrong anyway.

No, trigger looks ok. The unstable RPM at the start of the log is because the RPM calculation is based on every tooth until it has "synced", then after sync the RPM calculatiopn is averaged over 1 or more TDC events (depending on the RPM filter setting). So what you are seeing is normal for a low inertia engine that has quite unstable cranking speed. Obviously it is not going to start reliably with no cam sync and direct spark ignition. You can use cam level sync for this engine. Set trigger 1 sync tooth to 1, set trigger 2 sync mode to cam level. This means the ECU will check the cam level at the first tooth after the gap every crank rev. Since the tested cam level is high during one rev and low on the next the ECU can determine phase from this. Since TDC is 11 teeth after the gap (approx 110 deg), your trigger offset will likely be around -110 or +250

Yes. AN Volt would be correct. Use the 1000Kpa TI sensor calibration. AN Temp 3 is on pin D14, it is used as the factory air temp sensor on Spec C models. Std Bosch NTC You would need to wire in an external pull-up resistor to connect a temp sensor to a volt input. Why do you have 2 coolant temp sensors?

No, that is all it needs, CAN would be broadcast instantly as soon as ecu receives power.

High idle speed would generally mean too much air. Does it have for an idle valve? Is the 1500RPM with the valve fully closed?

Both CAN ports are tested for several hours as part of the burn in test. Both were working before the ecu shipped and they are pretty difficult to damge. Analog connection is more critical than CAN since it is sensative to ground offset, it might be time to get someone else involved that has some wiring experience.

Of course table 1 will need to be correct in the first place before tuning table 2. The same applies to your suggestion of extrapolating. Regardless of whether you are extrapolating or interpolating the two reference points that you are linearising from must be correct. It would go all the way to 100% if you enter the fuel properties for 100% ethanol. I just used 85% as an example since you originally said "my customers aren't running more than 85% anyway". The further you interpolate or extrapolate from the tuned point, the greater any errors will be multiplied - so you are best to choose a max value that is relistic and tune with a fuel as close as possible to that.

Ok, so it looks like none of them include secondary inj DC. In the Link stream we could send sec inj DC instead of MAF as it has a similar resolution, but I suspect you wont be able to rename it or change units at the Banks end. So for example a 85.5% sec Inj DC would show on the gauge as a MAF of 85.5 g/s. Target lambda could be sent in place of Lambda 2 I guess so it will have correct units.

There is a GTiR map 6 posts up.

Idle ignition looks a bit over active. I would try dropping proportional down to 1.0 and derivative to 0.

Assuming you have the CAN enabled and a stream assigned then CAN will be broadcast as soon as the ecu boots.

If you set the multifuel properties for 85% ethanol and set up the blend table so that 100% table 2 is 85% ethanol but tune table 2 with only say 70% ethanol in the tank then that will work how you propose. The only thing that maynot work properly quick tune, but I have never tried.

Can you share your latest tune and log.

Not really. There are no tyre related channels in G4+. You could use the generic CAN analogs, but there are only 8 channels. You would also need to run the dash in haltech mode and set up the ecu to duplicate the haltech stream which will have a lot of limitations.

The base map is for a NA engine. If your stock trigger is from an NB then you would need to use the NB trigger mode. If you run no cam trigger then you will have to use wasted spark ignition and multipoint group injection. If you remove two teeth for the cam then you can run direct spark and sequential injection.

Can you give me a link to where the list of channels for each ecu is.