Adamw

Yes, sync tooth 24 should be good and a map offset of about -20kpa should do it. From there you need to confirm if your offset is right or not as with wasted spark it will still start if the offset is out by 360. One thing you could try is turn on individual cylinder ignition trim (single mode) - zero trim on all cylinders. Connect timing light to #1 plug lead and check timing. Then put a -20 ign trim on cyl 1 and see if your timing changes on cyl 1. If not then your offset is out by 360.

Yeah sounds like it. You could do a quick test by unplugging the flex sensor (so it goes into fault) then adjust the fault value up or down and see if the value changes on the dash.

Can you confirm voltage on pin B5 by back-probing with a voltmeter.

At the top of the G2/G3 forum is a sticky post titled "G2/3 Manuals". The Evo link manual is in there. The MAP sensor installation and connection is page 12 & 13.

I assume you mean 500Kbit/s. You can use any bit rate you like. My example was 250Kbit just because my dyno connection works better at that speed.

I just had a closer look at the documentation for them. It appears they come pre-configured to work with analog inputs (like a normal gauge), to change them to work from CAN/J1939 you need a Vector or Peak CAN tool ($500-$1000 if you dont already have one) and the config tool software - which looks like it may only be available to VDO dealers? The 80mm or bigger tacho's and speedos can be programed from the push buttons but the 52mm gauges need the config tool and CAN device.

Need a triggerscope too please.

Yes, you can use MAP level sync if you like.

Assuming you are running recent firmware, Ethanol content and APS are sent in the generic dash stream. Those channels were fairly recently added so powertune may not have added them to their end. As for "Boost", both MAP and MGP are sent in the generic dash stream. What does MAP and MGP in the Link software display when the dash is displaying 7psi? Sounds like they might have something wrong in the scaling.

The trigger mode "Renault Clio 2 RS" does not require a cam sensor. Im not sure which instructions are confusing you, but the trigger 2 settings still need to be set as per the engine specific information page even though there is nothing connected. Setting it to hall with pull-up on makes the input more resistant to stray electrical noise. The ignition needs to be wasted spark and fuel multipoint group if no cam sensor. We call the 2 state cam control "CAM-Switched" in the v series.

Yeah, the original scope images with VVT solenoids and spark showing on top of the signals gave me the impression of a weak or compromised ground path somewhere. Have a read of this article just for some ideas on how you might diagnose, it was a similar symptom to yours: https://www.hpacademy.com/technical-articles/staying-grounded/

Yes, if the fuel table has been tuned using a lambda with a significantly wrong calibration, the the fuel table will need to be re-tuned.

I dont know these engines well as it is not common in NZ. Typically though the Clio engine has a crank sensor on the flywheel and some have a cam sensor some dont. The info we have suggests those that have VVT will be a fully variable type.

Fuel will be sequential but with wasted spark the engine will start even if it has synced on the wrong stroke. So fuel may not be injected at the correct time.

Its going to start and run even with the cam sensor unplugged since it has wasted spark ignition. Yes do a triggerscope at idle and we'll see if the cam senor voltage has increased. In your original scope there was 0.2V of noise.

If you are using async and modeled mode then there will be little cold correction needed as the async injection will increase with charge temp.

In theory yes. In practice I find J1939 messages one of the more difficult to understand as the manufacturers all tend to make some undocumented assumptions about where the data will be coming from and its hard to guess or find it by trial and error. For example, the message for coolant temp will have a different ID depending on if it is coming from the Engine ecu or sensor module, the ID will also change depending on its priority. The documentation for those gauges looks reasonable. What specific gauge are you interested in?

Sorry the translation is not making it easy to understand the problem. But Im suspicious there may be a hardware problem if you are sure there are some analog inputs that are not working. You can return the ECU to Link Japan or Link NZ for testing.

Settings from our WRX test car below, it drives well and has good mixture control. Im using modeled fuel equation so cold correction may be different if using traditional fuel. Make sure you have async injection on.

The cam sensor is not working. Is it a two wire or three wire sensor?

The power supply to any aux solenoid needs to be from an ignition switched source. So you may need to add a relay if you can find a decent existing switched source.

You can use whatever conditions you like, but the logic would be something similar to below. Thermostat turns on when ECT is >107 OR high load conditions are met (virtual aux 1).

What did you change from the last log? The ecu still appears to be reading the voltages correctly but they are all low ~<0.2V. Maybe a sensor ground disconnected or something?

So originally this post was about errors on the VVT positions. Are you saying you now are getting trigger errors too?

The G3 does not have knock control. The expansion loom part number is #XSL or SKU 101-0106, available from any Link dealer. The G3 Evolink has 1 analog input, 1 temp input and 2 digital inputs on the expansion connector.