Adamw

Sorry, I should have paid a bit more attention earlier. Your ECU is actually a Vipec V series (similar to Link G4 but with more features). Download the VTS software from here: https://www.vi-pec.com/software/vts-v4-10-2.1784

Sorry it is not clear what the problem is. Are you saying even if you set an injector output to test mode, you only hear the injector clicking for a short time then it stops?

So if you put Aux 2 in test PWM mode does your speedo respond now?

You have 3 frames of data all being sent on the same ID, that will not work as the receiving device will have no way of identifying which frame is which. You can do multiple frames using compound ID's in one byte of each frame but that will make your coding more difficult as you wont find many examples of compound CAN frames in any ardruino examples. So I suggest you send just one frame per ID. So for instance Frame 1 = ID 1000. Frame 2 = ID 1010, Frame 3 = ID 1020. Also I suggest just get your code working with one ID/Frame to start with and only add more complexity once you have some data coming through.

No, that doesnt sound "normal" to me. Please attach a log and the tune and we can take a look.

The V number on the base map file refers to the bottom board revision, so for your V1.8 board you should be using the Base map "Mitsubishi EVO 9 PCB V1.6+ G4+ Xtreme Plugin".

It is definitely a trigger problem but may not necessarily be a crank sensor, it could be the cam sensor or an intermittent connection or a noise issue. Next time it is playing up can you do a triggerscope and attach it here. Here is how: https://1drv.ms/v/s!AiYbYlZQuRHPmidU5V2CmTcv6t2y?e=fGBwPM

Can you do a PC log of a startup and attach that and a copy of your tune here.

The labels on the board are correct

The pinout is in the help section of G4 PC Link. There are only 4 injector and 4 ign drives so the injectors will have to be wired semi-sequential and ignition wasted spark.

The “e-throttle “ refers to whether the ecu is capable of controlling an ethrottle system or not. Older ecu’s (more than about 3years old) didn’t have the aux 9and 10 outputs on the expansion connector which are required to drive e-throttle. All V7-9 cars are cable throttle from the factory as far as I know.

You will really need to get a laptop connected to the ECU to diagnose. If the ECU is not happy about any of signals from anything related to E-throttle safety then it will disable the E-throttle module (LED off). Its not impossible that the module is faulty, but it is far more likely to be something like one of the pedal sensors or TP sensors is not matching within the strict tolerance allowed.

That distributor in your second picture will only be capable of single coil/distributor ignition and batch fire injection. The "turbo" one if you think it has 2 sensors inside will quite possibly be capable of COP and sequential. Have you got a picture of the turbo internals?

I have found some of these engines have the cam signal inverted from what our original "Mazda 3" trigger mode was designed for. If yours is you will find the engine runs fine at idle etc but as soon as you try to advance the VVT cam it gives trigger errors and misfires. So if you have these symptoms, then change trigger mode to the Suzuki Swift V2 mode which is designed around the same pattern but with the cam inverted.

Dwell scatter is a common symptom of trigger error. It generally means the ecu is not receiving regularly spaced/timed "crank teeth". Those EPM's dont have a great reputation so im a little suspicious of it. Can you do a triggerscope just at idle and we'll see if anything looks unusual in it.

Thats correct, but what Im asking is has the fuel table been tuned so that when the IAT is at 20 deg the lambda is close to target?

Can you do a short PC log of it running and attach it with a copy of your tune.

Yes the internal one needs to be off.

Oh, I didn’t notice that, I saw you had a fury which has a wideband built in so doesn’t need a can lambda. I just assumed you’re using the built-in one. Have you got Lambda 1 disabled in the analog inputs menu.

Our ECUs can use any type of sensor. But Im not sure you have your terminology right. Are you maybe asking if it can use a distributor and cam sensor only - instead of both a crank and cam? Can you give us a photo of the sensors/trigger systems you want to use?

You can already swap ignition tables and/or add 4 & 5D ign overlays and swap between 3 DBW tables based on CAN messages so that would likely cover what you ask. Is that all he wants or is there more to it?

No, it is not going to make any difference. The only thing a 3D table will allow you to do is run less dwell at low loads to allow the coil to cool down when high energy is not needed and more dwell at high loads when it is needed. You will still get the same amount of dwell scatter. How did you log the dwell with the factory ECU? Many ecu's dont even have a variable to let you see the actual final dwell that was used - they only show the value that was commanded from the table.

Go back to basic's. Unplug the expansion loom. Get a little jumper wire or paperclip etc and short the DI7 or 8 pin to the 5V pin that is in exp 2 connector - does your DI then show active?

They will be an active sensor, basically a current based 2 wire sensor. You will need to mess around with various pull-ups or pull-downs to get a signal out of it. You will need to get a high level above 1.5V and a low level below 1.0V for it to work. Here's some reading that may give you some pointers: https://www.motec.com.au/filedownload.php/CTN0007 Magneto Resistive Sensors.pdf?docid=3634