Adamw

It still just looks like a fuel table issue to me. I dont see any reason to suggest there is anything else wrong.

What size injectors did you change from?

Try completely unplugging the ecu from the car for a minute. The only time I have seen bootmode on a G4X was when a backfeed prevents the ECU from fully powering off. If that doesnt help then contact tech support.

Yeah, the V5/6 ecu is a bit shy on outputs, you will need another expansion loom to access ign 7 or 8, or if you no longer have AC you may have Aux 3 free?

A well tuned gear shift should always be smooth and feel almost seemless to the driver under power.

Reattached to post.

This will be a better starting point. MG TP fuel.pclr

Will need to see a log, you can share it using google drive, onedrive, dropbox etc. Your fuel map looks like possibly when it was previously tuned the fuel system was maxed out so it has much larger numbers at high load than it typically would. It is pretty odd to see the numbers climb by 40% between say 100 & 200kpa. I'd say you are going to have to redo the fuel table from scratch.

It is not possible unfortunately. On first thoughts it seems a little odd to want to change gear shift parameters as they are mostly related to the mechanical systems that dont really change, and it is not something I remember seeing in other ECU's either. May I ask why you need two different gear shift modes?

What ecu do you have? Ign 7 or 8 will be fine for driving a relay.

I just had a quick look at their wiki myself and the ID is different than the excel screenshot you attached earlier, It has the C on the front. There is also a note that you may have to place a 3 where the x is, but that doesnt look right to me so try it without first. Try the map attached. Watch CAN Dig 7 & 8 as I have put one in byte 0 and one in byte 1. Try this1.pclr

Your lambda is pegged at max rich 0.68 Lambda, so that would be its even richer than displayed - it is not going to idle well like that. What happens if you lean it out to something more normal? Also your manifold vacuum is only 68kpa, does it have big cams or is the cam timing out or something?

DI9 is an input, not an output. To control a relay you will need an output, it can be an aux output or a spare aux ignition or aux fuel. Set up as a GP output like below.

That sounds correct, scope looks ok. Our expected pattern has RH at 40deg and LH at 160.

So what is the actual problem? You said the idle bounces up/down but it is a flat line in this log +/-50RPM.

Your fuel tables arent suitable for modelled mode (table represents VE so should range from about 50-100%). Import the attached table into both fuel table 1 & 2 will be a better starting point. VE Fuel Table .lte

Your MAP sensor isnt working in that log, so that would be the first thing to fix. The lambda sensor isnt working either but that is not going to influence idle - just will make tuning difficult.

The Link "trigger offset" and DTA "sensor position" are not directly interchangeable. I havent touched a DTA for a long time but my recollection was they measure the angle from the sensor to the gap in direction of rotation. Link's trigger ofset is the angular distance from the gap back to TDC 1. So a offset of "60" in DTA would be -60 (or possibly 300 (-60 +360) in link depending on whether the cam tooth had already occured or not).

before you go buying parts, can you just measure voltage at the ecu AC request pin with the switch on and off. It is possibly just sitting right on the threshold.

If its showing RPM then it must be getting a trig 1 signal. Can you do a short log of it cranking and attach that and your map here. Have you confirmed the offset is correct with a timing light? Here is how to do the log: https://www.youtube.com/watch?v=_P1LRANeO4A

Yes with min and max clamp at 100% it would have given a fixed 100% output. Set muliplier to 1 and offset to zero will mean 0-100% in the open loop table will give a 0-100% PWM output. The multiplier and offset are used for controllers that say want something weird like a 0-50% PWM signal to command 0-100% speed.

The oscillation is mostly due to something wrong with your AC request switch, it is initially bouncing on/off - which consequential adds/removes the AC step. After the switch settles down the idle comes right.

We havent done printed manuals since about 2015 since it was getting way too big (1200+ pages). The manual is in the software help file now so it is searchable and indexed etc. There is a spanish version of G4+ PC Link including translated help file if that is easier for you. The G4+ Xtreme has peak & hold injector drives so can drive low impedance injectors directly. The G4X Xtreme no longer has peak and hold drivers so will need ballast resistors for low impedance injectors. I would suggest high impedance injectors as it is much nicer than wiring ballast resistors.

That is fine, you can use any of the pins labelled "shield/gnd" or "Ground out" as sensor grounds. When you say "triggerscope wont show", are you clicking capture when the engine is already cranking like my video below shows? Does the software show stable and realistic RPM when cranking (~150-250)? https://1drv.ms/v/s!AiYbYlZQuRHPmidU5V2CmTcv6t2y?e=bsXqyU

Ok, if it wont let you change the polarity from high in this mode then it is hard-coded. This is changed in G4X and I didnt remember it being fixed in G4+ but that would be right. The hardcoded subaru mode does work the same as you are saying you want though - 100% FP speed = constant high output. 33% FP speed is 33% high, 66% low. I suggest you change to open loop mode so you can manually change DC and polarity to see how the pump responds.