Adamw

Can you do a PC Log please, there are no idle parameters logged at all in that log.

Is it still distributor? Can we have a bit more background info - New install or old install previously running fine? If it "seems like the timing is way off", what does the timing light show? Can you attach your tune and a log of it cranking.

Your DI4 is showing a frequency of 117.6Hz, to convert that to ethanol content you just subtract 50, so 117.6-50 = 67.6% Ethanol. If you dont think that is correct then possibly your sensor has failed. Are you sure the tank was empty when you put the E75 in? If you unplug the sensor does the reported frequency on DI4 go to zero?

It seems this is quite variable in my experience, possibly depending on size of throttle and plenum volume etc. I will attach a few example settings from cars I have tuned but you will notice they are hugely different. The LS4 needs 7% dashpot throttle, whereas my evo needs no dash pot at all... To tune it set up a time plot with RPM and idle target one the same plot like pic below. The idea is you want the RPM to drop down to target as fast as possible without significant undershoot. Here is our LS4 race car with our default base map dash pot settings, notice the big dip under target then a big oscillation after the near stall: Now here it is after tuning: LS4 race engine (E-throttle): Subaru WRX (Ethrottle): Evo7 (stepper motor): FD RX7 (solenoid): XR6 Turbo (Ethrottle):

Attach a log of it happening and your tune.

Can you unplug the ecu and check you have 12V on pin A5 with ignition on. Sometimes if there is a blown main fuse the ecu will still power up but there is no longer a path for the flyback to be dumped back to the battery so it has an effect of "pumping up" the internal voltage. It is a bit fishy that it is not charging though, it is sitting at 12.00V most of the time. I do know the factory alternators originally have some ECU control but I know of a few guys running them with no ecu control with no reported problems.

Trigger 1 crank. Trigger 2 LH intake cam. DI2 RH Intake cam DI3 LH Exhaust cam DI4 RH Exhaust cam.

This is a wiring problem causing a backfeed. As per the manual and help file wiring diagrams, the 12V supply to your relay coil needs to be from an ignition switched +12V source. If it is not easy to change that 12V source and you have a spare ignition output then you could move the wire from aux 5 to an ignition output instead which is acceptable to have a constant 12V feed.

I will probably be able to knock something up. Im not hugely familiar with the H6 variations though. Does this one have the AVCS and the lift solenoid on the intake only? Cable throttle?

@blitzkriegmotorsportI'll hopefully be able to take a look at this tomorrow, a windows update broke my main PC yesterday so im working from a laptop with limited software at the moment.

These two docs should help: https://www.aim-sportline.com/download/faqs/eng/hardware/configuring/mx-series/FAQ_Configuring_MXx1.2_DigitalStatus_100_eng.pdf https://www.aim-sportline.com/download/faqs/eng/hardware/sensors/mx_series/FAQ_Sensors_MXx12_StradaSpieIcone_100_eng.pdf

Although there is a general purpose com port on the new processor that can do most types of automotive comms such as LIN etc , you still need the appropriate hardware transceiver after that to interface with any bus. PCI is not something that has been requested before so support for that is not on the road map at present. You would probably be better to do it with your own micro and transceiver, like we do on the Altezza plug-in ECU - talking to the ECU via CAN bus, then converting/relaying that to the chassis protocol.

No, only the LSU4.9

With ignition on, can you go to the runtimes screen (F12), Digital input tab and check what frequency is showing on the DI that your flex sensor is connected to.

A7 is sensor ground, A8 is trigger 1. Normally the trigger grounds and shields are all connected to A7. But doesn’t really matter if the shield is connected to some other ground.

Ok, so the only tiume I have seen a similar scenario where a valid triggerscope shows but the ECU shows no RPM is when there is a ground missing from the sensors. You can get just enough current leaking through to the scope, but not enough to get through the filtering, VR conditiononing and on to the processor. So, can you unplug both the ECU and the crank sensor, then get a multimeter and measure resistance from pin A7 to the negative pin at the crank sensor plug, then measure resistance from pin A8 to the signal pin at the crank plug. These should both be near zero ohms.

Yeah Im a bit suspicious one of the injector flow rates arent correct. It looks like you have plenty of headroom in terms of duty cycle at the boost you where running in that log, so as a test you could try a run with zeros right across your staging table so it is running on only primary, see if AFR still tracks close to target. Then do another run with 100% right across the staging table so its only running on the secondary injectors, and see what AFR does. That may give us some clues where the discrepancy is.

Did you have RPM when cranking with this file?

The throttle target table shouldnt cause the TP tracking error, however start by fixing that table first as confused suggests, then do us a log of some pedal presses.

Is it electronic throttle or cable?

Yes, it will need a custom CAN stream set up in the dash though. If you attach your dash and ecu config I will set it up.

Can yo try loading this test map in, crank it over and check if you get RPM when cranking. Note it wont fire, I have turned fuel and spark off. This map I have turned off the cam sensor so it is just using crank. That will tell us if it is just not happy about the cam sensor or both. test map.pclr

Can you attach your tune file please

The early G4X Atoms and monsoons only had a basic trigger scope that captures the signal after its been through the vr conditioning, so in this case the scope shows the expected pattern. @nick99 do you still have a problem? Your note above that says “everything is working now” I assume means you have rpm now?

Our internal notes indicate the non-vanos M50 uses a motronic M3.1 ecu, the Vanos engine uses a M3.3.1. The pinout is similar but does have quite a few differences. A brief look I would guess 20-30 pins will need to be moved in the plug. They are not an easy plug to work with either.