Adamw

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.

280cc injectors on a 600cc cylinder I would expect master will be in the 20-30ms range.

I have moved your post into its own subject since it was not related to the 1ZZ subject you posted in. Please attach a trigger scope, log and a copy of your tune.

Each user gets a small upload allowance. You can share the log using google drive, onedrive, dropbox or similar.

Equation load source should be set to MAP. Use TP on the fuel table Y axis and MAP or MGP on the lambda target table.

Set your frequency on Aux 9 to 500Hz and the E-throttle PID to the 350Z values and it will likely be ok.

If there is no supply you will only have 12V on the aux wire. So do you have 12V on two pins on each device or not? If not, is it the aux wire or the supply wire that doesnt show 12V?

With the engine not running the ISC and VVT aux outputs will be off. When they are off/not active they are pulled up to 12V. So you should have 12V at the plugs coming from both the main relay, and 12V coming out of the aux output as well. When the ecu needs to open the idle valve or VVT solenoid (i.e when engine is running), then the aux outputs will be connected to ground (low when active).

Generally the 3SV uses the subaru ej20 quad AVCS trigger mode, not the Subaru V7-10 that you are using. Please attach a triggerscope so we can check.

With ignition on, and VVT solenoid unplugged, you should have 12V on both of the VVT pins in the VVT solenoid plug. If not then you have the 12V supply missing. For the idle valve you should have see 12V on both pin 1 & 2 in the idle valve plug with it unplugged.

At 300Hz they likely wont make any noise as they will just float at some intermediate opening. at 10Hz you should hear tick tick tick...

Yes, base timing procedure in 1 tooth per TDC mode is a little different to the other modes, basically instead of adjusting an offset number, you just rotate the distributor until your timing light shows the "lock ign timing to" value.

If its a positive displacement blower it will most likely not need a 4D table, if it does I suspect it will only be very small tweaks in small areas. Fully tune the main fuel table with 4D off or zeroed out, then drive it under some varying conditions to see if any other compensations are needed.

I suspect this will have to be a question for BTI, the error is not very descriptive but it suggest something may be wrong at the dash end. In the ECU, have have you loaded their LCS template and set up the "transmit user stream" etc?

The fault on the ISC may be due to the controller inside the idle valve clamping the voltage. The aux output does an "open load short" test, if it cant float to at least 2/3 batt voltage when "off" then the fault will be generated. We have found some odd controllers clamp the aux voltage to about 7V and will trip this error. If this is the case however, it will still work fine. There are plans to possibly remove that fault check in a future update as we have found a couple of devices that will trip it now. I havent seen any reports from one of these idle valves but it is possibly the issue. Can you hear the valve ticking when you set it to test PWM (temp set the freq to 10Hz so you can hear it better)? If so it will work fine. The VVT solenoid however should not report a fault. That suggests there is an issue somewhere. Does it click in test mode?

Yes all our G4X ecu's with knock control have normalised knock mode. PC link will only show the features that are available in the firmware of the ecu you are connected to or in the map you are viewing if viewing offline. If you have the latest firmware in your ecu and have PC link connected then you will see normalised knock mode.

Setting the error high to 5V disables the high error check. It is fine for the APS voltage to reach 5V, that is not your problem. Do not drive the car in set up mode, there is a big warning that pops up to tell you not to do that, it disables all safety features and could potentially be dangerous. Error 77 means your two APS sensors arent matching. It is nothing to do with any E-throttle settings. In your last log the reason they didnt match was because you had calibrated your APS with the pedal only reaching something like 70% travel, so if you ever pressed the pedal a bit harder and it goes to say 72% then the calibration is no longer correct. Please give us a log of the error again. Note you can set "When Stalled" setting to run so that you can do the log without the engine running.

Ok, trigger and RPM trace looks good now. As for the E-throttle relay, it appears there maybe a loose connection or maybe the relay is failing. In log below you can see areas where the Aux9/10 voltage (voltage received from the E-throttle relay) drops to 7V, but Ign 5 which controls the relay is showing it is turned on the whole time.