Adamw

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.

The ECU can do semi-sequential but as I said earlier your engines firing order means it wont work well - some cylinders of the pairs would end up with incorrect injector timing, so some cylinders will behave differently under transients etc (i.e they wont get a full squirt before the intake valve opens). This is why you will get a better result doing multipoint group and firing all injectors in two groups twice per cycle - then you will get much less variation between cylinders during transients.

Those sensors work with anything from 5-24V. So that is likely not your problem. Sensor ground is correct, but it is unlikely chassis ground would have prevented any signal coming through. So it sounds more like something wasnt originally connected correctly and you have either changed it or disturbed it.

If it fires occasionally that would suggest timing is in the ballpark but there is not enough fuel. Cold start on E85 can be difficult - especially when the rest of the tune is not optimised. If you are in traditional mode try a drastic fuel adjustment such as doubling your master fuel number. If in modeled mode then halve your engine capacity as a test.

What error message do you get? Can you attach a video or something to show what you are doing.

It looks like you have it set up "backwards". So 100% FP speed is minimum flow, 33% would be max. Change the aux output polarity setting to "high", then 100% FP speed will be 100% 12V, 33% FP speed will be 33% 12V (ie closer to gnd).

I want you to attach the tune file (.pclr).

I dont care what the tune looks like, I mostly want it so you dont need to do all the IO again. Yes, I will change Ign table load axis to TP aswel. I've never tuned a A or B series, but I believe to get them working well on injection, you really need 4 injectors and a lambda probe in each primary so you can use the injector split timing function to get around their tendency to charge rob. I still know of guys that have got injected minis running reasonable with standard equally spaced injector timing - just I suspect you will still see odd behavior at some RPM's.

If you've already got a map configured for your car, can you attach it and I will set up the basics for the fuel side.

Use the file compare function to see where the differences are.

There was a bug in one of the old firmwares (<5.6.6) where the subaru FP DC was displayed wrong in the software - the PWM output was actually correct though so the pump will be functioning correctly. Make sure you are on the latest FW.

This looks like it is a capture of a stationary engine. Make sure the engine is already cranking when you click capture, and keep cranking for a few seconds.

Try this, it should be closer. Need another log from cold to hot to dial in the base position. Test5.pclx

Can you attach a triggerscope log. Do you mean 4.5V? Because 0.45V isnt right.

Log of it hunting please.

Stage 2 is P&D control, stage 3 is P&I. Stage 2 intent is to control the final approach to target, if you are overshooting target it is usually stage 2 settings. Stage 3 intent is to keep the boost on target once the target has been reached. In laymans terms, Proportional is how much the ecu adjusts the DC based on how much error there is. Too little P = slow to reach target(or never reach target), too much P = overshoot or oscillation. Derivative effect I find easiest to imagine as how quickly the ecu pulls back the DC when the boost is getting close to target (kind of like like putting on the brakes as you get close to target). Too little D = overshoot, too much D = boost approach rounded off.

It looks like you havent set the base timing. You need to connect a timing light and adjust the trigger offset until the timing marks match the commanded timing.

yep, it all looks happy to me.

So 40,45, 48mm?

As per the help file, for gear detection to work you need driven wheel speed working. You log shows a driven wheel speed of zero the whole time.

What does it have for throttle(s)?

Have you confirmed if it is actually knock or just noise using knock audio? Typically if you have knock then you either need to reduce ignition advance, increase fuel octane or reduce air temperature.

Go to the AC clutch control menu and increase the clutch delay. Also attach your map as it sounds like Idle ignition isnt set up well if it dips that much.