Adamw

Dont the Altezza's have a returnless fuel system? I see you have yours set to MAP referenced. Is the injector flow rate accurate? You have quite large numbers in the VE table which suggests the engine isnt getting as much fuel as you are telling it. This means the fuel consumption value that is reported to the dash is higher than it should be. It would be more realistic to have VE numbers around 50-60 in the idle area, you have ~82.

Yes, Aux 7 & 8 are fine for VVT (max 300Hz), DI3 & 4 are good for cam pos.

I will need to see a log and your tune. What error does the Inlet bank 1 status show?

Nothing special needed. Should be twisted though.

When I priced up the MRS stuff a couple of years ago, the software was like USD$400 which made it kind of hard to justify unless you were using them a lot. Not sure if that has changed since. I see some of my facebook friends have been testing prototypes of the Kaizen relays so they seem like they might be getting close to release. https://kr.kaizenspeed.com/development The Lingenfelter looks quite configurable and you should have no drama getting that to work. There are also options like this: https://www.ecumaster.com/products/can-switch-board/ This has 8 analog inputs and 4 outputs, the outputs are only low current so would then need to be connected to relays.

Actually just thinking more about this, the G4+ cant take ethanol content as an analog input. Its designed to read ethanol content directly from the flex sensor via a digital input. So this is what you will have to do: Wideband and fuel pressure wires still get connected to analog inputs. For the Ethanol % and temp you will need to splice into the white or yellow wire that goes to the flex sensor and connect this to a digital input (DI6 on the exp loom) - so the same signal is shared by the ecu and the gauge.

@wastegate Can you confirm that ID you are receiving on is 0xCF00203? I have another user that wants to receive shaft speed from a compushift, but this ID doesnt match any of their documentation or DBC file.

The Subaru EJ20 quad AVCS trigger mode is a closer match, try that.

Are they VVT or not though? If no VVT it will work as is with no changes. If they are VVT then we will need a 3 channel scope capture of Cam, crank and spark #1, with the cam fully home and another with cam fully advanced to be able to generate a trigger mode.

The lambda controller is reporting error #54, excess pump current. This means the sensor is reporting more oxygen than air can usually contain so is usually a sign of a failing sensor.

That is a ECU log which has none of the required parameters logged. Can you do a short PC Log. Here is how: https://www.youtube.com/watch?v=_P1LRANeO4A

Trigger arming threshold is the voltage that the triggersignal must rise above before the ECU will "arm" and accept as a tooth the next time is falls below zero. If the signal doesnt rise above the arming threshold then the ECU ignores the signal. This is used to block noise - for instance if there is 0.2V of noise on your trigger signal at idle, and your arming threshold is 0.5V, then the ecu will ignore all the noise. Only when the signal goes above 0.5V then it will be accepted as a valid signal. So if you have is set to low it will let noise through, if you have it set too high the ecu will block actual real teeth. Typically an arming threshold about 1/3 to 1/2 the peak signal voltage works well. You use the triggerscope to set this correctly. So if for instance at 2000RPM you trigger signal max voltage is 3V, then arming threshold about 1-1.5V should work well. Some further notes from the help file below.

Im not sure since you have given no info. What ecu do you actually have and what model car? What else is connected to the ECU (non factory) and has anything been removed such as air conditioning?

It works for me in V88. Do you actually have any free tables left? - check in the table allocation menu down the bottom of the ecu settings tree.

Yeah there is a bug with CLL in the current firmware in 5.6.8. Attached below is a beta fix. Please try it and report back. Install this the same way as a normal firmware update, but use the browse button in the firmware update tool to select this FLM file. Firmware 5.6.8.3670.LFM

It should work, DI4 is definitely on that pin and has nothing special hardware connected to it. Did you have the pull-up turned on? Does the DI status change in the runtimes?

Next time it does it, check there is RPM showing in the software when cranking. Or a log will be helpful.

What engine do you actually have? That doesnt look like a swift trigger at all. A suzuki swift has 6 teeth on the camshaft and has hall effect sensors on both crank and cam. Your triggerscope shows reluctors on both and only 3 teeth on cam.

I cant find any logs in our tech support system here by searching "Ichiban". Can you attach the log so I can take a look. The first things to look at would be the parameters "Lambda 1 error" and "Lambda 1 status" when it is playing up.

Yeah, looking at that log Im a little suspicious it might be internal too.

Try yamaha wave runner mode. It is a 4+1, Im not sure on the exact angle of the extra tooth but it looks around 14 to 15deg.

Yes, it will still function with the Link ecu, those arent really ecu controlled - they are just powered direct from the fuel pump relay, so as soon as the fuel pump gets power, the heating element inside the regulator gets power.

The two trigger modes below work with the oem pattern, one for the cars with VVT and the OBD2 is for the non vvt models (same pattern, just one has a movable cam). The 36-2 set-up should work with the cam window option that I mentioned above, assuming no vvt.

If a sensor is manufactured as an absolute type but you want a gauge pressure output, then it would be best to set the calibration table correctly to match the manufacturers data sheet, then use a math block to subtract BAP from its value.