Adamw

Has it always done that, or just since the recent update? If you attach your dash config I will add the switch position.

Your screenshot shows software for a G4+ ecu, it is nothing to do with a V88.

Yeah, the easiest fix will be to drop your injector flow in the multifuel settings. I havent tested an ID2000 with ethanol but usually the injector flow is about 10-15% less than the rated flow when tested with ethanol.

The attached map will be closer. I have made quite a few changes based on our latest V10 map, but the main problems with your E-throttle set up was the PWM freq was 100Hz instead of 1000Hz and your E-throttle target table was just zeros. SubaruWRXG4XXtreme_non_avcs.lambada.on V1.1.pclx

Oil temp on a AN Volt input would be set up as a GP temp - you then name it Oil temp. CAN analog inputs are a bit limited with the G4+, there are a few basic native ones - Oil & Fuel Press, then you have the 8 generic CAN AN Volt channels. The CAN AN V's cant be renamed or have units assigned, so if you use those you have to remember that "CAN AN V1" is oil temp, and say 320kpa will show as 320.0V.

Yes the ECU can send data that is coming in on CAN1 out on CAN2, but the problem you will have is the old IQ3 is not configurable at all, it only accepts a fixed set of data that is hard coded.

No, the supply is only needed for Aux 17-20.

But why would you need to add 30% to the VE if the VE is already calibrated? There will be small changes required due to difference in exhaust mass flow and EGT, and possibly some due to wrong injector info, but where is this 30% number coming from?

No, the Bosch factory laser trims a calibration resistor inside the connector, our CAN lambda uses this.

That comms plug is fine to use, but you just dont want any wires connected to the 2 RS232 pins. If you have comms interupted then it means you have something connected to those pins 5 & 6. What does the cable look like that you are using? Is it the CANF plug or one of our our CANDASH cables for the old Link display? Make sure you have no wires connected to pin 5 & 6 and it will work fine.

The WRX10 base map should still do that fine.

Dont quite understand what you are saying since you say maxed out at 30% then you only added 10%? You shouldnt need to adjust the VE much at all if everything is set right. Typically the injector flow rate is less with ethanol. Ethanol content is already sent from the ecu, but it is not in the AEM template. If you attach you dash config I can add it.

Set up like my picture, the trigger 2 VVT settings are for measuring cam position relative to crank and are irrelevant if you dont have VVT.

Yes fine.

Yes. The ECU sends fuel consumption data to the dash which uses this to control the gauge. I dont know exactly how the gauge works as it it quite complicated, but it shows a combination of "fuel level" in the tank, and "distance until empty" based on fuel consumption or one or the other under certain conditions. Since the ecu thinks you are using much more fuel than it actually is, the data it is sending to the fuel gauge is exaggerated and your gauge goes down faster.

VVT is rarely active at idle in every car I have looked at. Oil pressure is too low/variable. Typically it activates around 12-1500RPM in most OEM set-ups.

CAN has nothing to do with laptop comms, both the Thunder and V88 can have CAN working at the same time as the laptop. If yours doesnt it would suggest you have the serial wires connected in the CAN connector which will interrupt PC comms. AN Volt 14 is an analog input. Do you mean Aux 14?

The MonsoonX hardware has had a recent update. The original V2 didnt have the hardware for the analog trigger scope, the scope function was more basic and showed the signal that is received by the micro after the VR conditioning. You need a bit more experience to understand what it is showing you, but you can usually still tell if the polarity is correct or not. V3 MonsoonX has had hardware added for the analog triggerscope and knock control.

Try clearing those errors and tell us which ones come back, there is no way to know if those are historic errors from when you had something unplugged in the past or whether they are current errors. The ECU doesnot control the starter motor, so if it doesnt crank over you have a wiring problem or flat battery etc. You will need the MAP sensor connected for it to run, but it wont prevent it from cranking over.

Most likely set like this:

Map referenced is correct for a return system. Your high VE numbers suggests either fuel pressure is low, injectors flow less than 540cc, or your deadtimes are wildly wrong.

It will have to be returned to NZ for inspection and repair. Contact [email protected] when you are ready to get the return process underway.

DI 3 is on pin D16 if the jumpers are in the 04 position or on pin D17 when jumpers are set to 05/06. Note you cant swap jumpers as the ecu wont power up if the jumpers are wrong. What are the three reported cam angles when you do the cam angle test? Are they reasonably stable - within a degree or so?

Im not sure, that is not a part number I have come across before. Bit of an odd one. 0 258 017 025 (long cable) & 0 258 017 052 (short cable) are the common ones that most sell.

If they are 3 wire then I would expect the pull-up will need to be on. Thats odd for it to have 3 wires sensors on the exhaust though - is it a V11 engine from a >2007? For the cam that cannot sync, do a cam angle test and set the offset correctly will probably solve that. For the cam with no signal either there is a wiring issue or the sensor is faulty. It wont work until you have a signal.