Adamw

64 is overrun fuel cut.

How are you testing this? The pulse will only be approx 3ms long, once every 720 deg so you wont pick it up with a multimeter or anything like that. You may see it with an LED test light. Does the coil spark if you use the ignition test function? Are you getting realistic RPM showing in the software when cranking?

I have used most of them with no drama and no noticable difference between them. The ECU Master one is probably the most common due to its low cost and the one I have used most often. I dont really like the screw terminals much personally but havent had any issue with them either. The last turbofast one I tested would do some weird stuff if you ran it at 1Mbit/s and he told me it couldnt be used at 1Mb even though it was marketed as being capable so I dont bother with those anymore. The PCS one is probably the most reputable, rebranded and sold as Motec/Racegrade, Haltech, Fueltech & others.

The triggerscope will not change, this is just showing you the signals that the ecu is receiving from the crank and cam. The VVT trigger mode since it is designed for an engine where the camshaft can move in relation to the crank, uses a more complex "sync test" which allows a larger margin on where the ecu expects the cam teeth to be. On the non-vvt trigger mode the cam teeth are expected to be near the factory location and only allow a smaller deviation from the expected factory position. Your cam teeth are not in the normal factory position.

All vvt settings should be turned off since you don’t have vvt.

Can you clarify what you want to do. I have only ever heard "Tripower" in reference to the old Pontiacs with 3 two barrels carbs.

Not sure what you are up to but you havent attached the tune or a log. Here is how to do a log and save the tune/map: https://www.youtube.com/watch?v=_P1LRANeO4A

Stuck in boot mode is usually caused by the ECU not completely shutting down during the "power cycle" step. This may be due to something like ECU hold power active or sometimes a back-feeding aux will keep it partially powered up. To recover, you need to make sure power is completely removed - either unplug the ecu completely from the harness or disconnect the battery. Leave it disconnected for a minute or two and reboot your laptop while you are waiting. Then reconnect ECU and power up, dont bother trying to connect PC Link again, just go straight to the firmware update tool again and proceed with the update. Thgis time when it asks you to powercycle, then completely unplug ecu or disconnect the battery again for a few seconds then reconnect. It should then complete the update.

Please attach the tune and a log of it cranking.

Ok, if it not running on that cyl at all then that makes thing easier. Start with the ignition test on Cyl1. If some wires or the coil shorted it could have potentially damaged the ignitor in the ECU.

Can you attach the actual tune.

Also, make sure you are on the latest firmware, 3D secondary deadtime was only added in recent firmware.

Not possible, you will need a multi-channel oscilloscope for that. There is an ignition test function in the ignition setup menu/folder. How do you know it is cylinder 1 that is misfiring? Is 1 cylinder not running at all or only missing under high load? Many of those extinguisher chemicals are very corrosive to tin and copper so I would inspect all terminals/connections/splices that have potentially been exposed. They appear to be sealed connectors on the coils so they should be ok but give them all a close inspection. Those two ground straps on the center and back coil look potentially affected.

Please attach a PC log and the tune.

It is no longer on the website, Ross should have sent it to you directly. I will get someone from tech support to get it to you.

No I have never touched one. I beleive most of the brand name ones such as Pioneer, JVC etc are very locked down, dont allow 3rd party apps etc so are not suitable, I suspect most of the cheaper chinese no-name brands would probably work. But no personal experience to offer.

Why have you disconnected it? The ambient temp is transmitted to the dash via BEAN network so I suspect the dash wont be happy with the sensor disconnected. You could try changing the analog error settings and the calibration table so it just outputs a fixed value.

No that is about right. Typical P I have found around 1.0-2.0, D normally not needed (zero). Intergral around 0.3-0.5. I have asked the firmware engineer if these values can be set up as the defaults but Im not sure if it is possible in yet. I have found this too, on the two cars I have tried it on recently, enable Async, set min Async injection to 0.5ms, no or very little accel enrichment needed for normal driving.

yeah, its definitely worded a bit different than how you say it, but I think they are both effectively the same technical statement. Stupid english...

Give this a try, I havent tested it but I have hopefully got most of it close. G4X configurable generic stream.lcs

Thats exactly what he said he was going to do isnt it?

Also I noticed you dont have accel enrichment enabled. You typically need plenty of this with ITB's. Looking through some of my files they seem to vary greatly, but below will be an average starting point. I have some files with 3x this amount of enrichment...

correct. it will unlikely be prefect in some areas as you will be interpolating between cells etc but you should be able to get it pretty close.

You sound like you have a good understanding of it and you should be able to find all the scaling values in the help file, but if you get stuck on any of them or need help then just sign out. Unfortunately the "test calculator" is not working in the G4X yet to help. I have been meaning to do a new version of that configurable generic stream to suit the G4X, so I might do that later tonight if you want to check back soon.

Correct, the update rate should be more closely related to mass flow rather than RPM, in the next firmware update you have the ability to enable user configurable 3D table for update rate and gain. However, my policy with tuning is usually to only add complication where necessary, in my car even though I have the ability for a 3D table and I have tried it, I find just the 2D table referencing RPM is all I need. I suspect just a 2D table with something like "Air per Cyl estimated" on the axis would be a good easy option but I havent personally tried any alternatives like that yet. Edited the first line of this post as the 3D table comment should have only applied to the update rate, I was mistaken about the gain table.