Adamw

Choose the CAN module that you wired to the car CAN bus and set the CAN mode to BA Falcon.

Oh, I forgot to say also, if you are going to run a missing tooth crank wheel, then there is no need for the cam sensor in this multi-group/wasted spark set up. Set sync mode in trigger 2 settings to "none".

Just log everything as per this video: https://www.youtube.com/watch?v=_P1LRANeO4A

Beep it out with a multimeter, check CAN H is the same pin on all plugs and CAN L is the same pin on all. There was someone on this forum a little while ago that got one of those that nzefi cables with one plug mis-pinned.

Sorry, it looks like there is a typo there. Pin 34 should say "Knock 1", this is the pin your knock sensor needs to be connected to. This pin has nothing to do with AN Volt 4. Pin 37 & Exp 4 are both connected to AN volt 4.

I cant see a good way to do semi-sequential on this engine due to the 123456 firing order. So to keep it simple I think I would do multipoint group. You can use 3 drives wired to a pair of injectors each and set active drives to 1-4. Ign will have to be wasted spark. Spare ign drives can be used as aux outputs, but spare injector drives cant on the Atom. I have attached an typical ITB fuel map (modelled fuel equation) and Ign table that will be a decent starting point. ITB Fuel Table 1.lte ITB Ignition Table 1 (+ °BTDC, -- °ATDC).lte

Yes. Yes on the shaft or in the hole to take up the play.

Yes, or reverse your cal table.

Attach your tune and a log of it cranking.

What does the BAP read compared to MAP? It must be within 5Kpa otherwise it means your map sensor cal is wrong.

Pull the TPS off the throttle body and check how it couples to the throttle shaft. I have seen some that have lots of backlash and a non-spring loaded TPS. A dollop of silicone or similar may be all it needs.

Ok, your files attached. Check the display pages in the dash set up, they might be a bit messed up from me changing the channel names. Also attached is a .xc1 file, this is the custom CAN stream I made for your dash. In RS3 you can click on the CAN protocol button (arrow icon) and then import this file if you wish. You dont need this file to make it work, but if you want to add some other channels yourself in the future it will make it easier. glanzamap-mj-stradalinkon-antilagon new CAN.pclr LINK_S116ukr_@20200509_234002_003118.xc1 S116ukr.zconfig

Pedal: 5V Ground AP Sub 5V Ground AP Main The two common Bosch throttle pinouts: D shape plug: Rectangle plug:

You will have to do something custom yourself, the analog output on those are total crap. The best you can do is use LM Programer to set the mtx so it outputs just a flat line say 0.5V, note the voltage received in ECU software, then do the same at full scale, say 4.5V, you will then have 2 known voltage points to calibrate between.

Yes both the ECU and the dash have very flexible CAN. Attach your ecu and dash configs and I will set up a quick example.

I would say your most likely problem is the timing light connected to the loop. Many timing lights will trigger off the dwell edge (ie when coils "turn on") rather than the spark edge when connected to the primary. You need to connect an old spark plug lead between the coil and spark plug and connect your timing light there.

The .lcs templates are in the process of being updated so you wont find them in the software yet, but I have attached one to this post for the LTC. For the CAN set up follow the instructions below. Also, in the analog inputs section of the software, navigate to the Lambda 1 menu and set Lambda Sensor Control to "Link CAN". Motec LTC 1120.lcs

The pressure exchange solenoid is not connected on the WRX 3/4 ecu either.

You proposed inj wiring would be correct. Having 3 low impedance injectors connected to a single drive is a bit boarder line but give it a try. Set peak to 10A and hold to 3A. I suggest for staging mode you use Sec/Pri flow ratio, set the Sec/Pri flow ratio to 1.0, and you want 50% as the largest number in your staging table. For Sec PW lockout I would suggest something more like 1ms to make sure you are working in the Injectors linear region.

Will need a log of actual driving.

Can you give us a screenshot of the comport properties window general tab and driver tab similar to mine below. Then with PC Link G4+, can you turn off auto connect and rather than try to connect, go to ECU controls>update firmware and see if the firmware tool connects. The firmware tool uses a different bit of software to connect so may help diagnose.

So are you saying with the timing locked to zero you get 25deg advance with RPM? I dont think that would be possible for the ecu to cause that much error with the Nissan 360 trigger as there are only 2 deg between teeth. What does it have for coils & ign system? How is the timing light connected - are you using an HT lead between coil and spark plug?

The AC step table is what opens the idle valve further when AC is activated. Does making AC Step larger help? If the AC step is not helping then you may be hitting the max clamp or the valve may already be too open. If you are using traditional fuel equation there are also idle load fuel trims available under fuel corrections folder if you need to trim fuel when AC is on. You may need idle ign control in some cases. Can you post a log and the tune.

From the fuzziness on your RPM trace, the dwell going crazy in the earlier part of your log and the RPM ROC spiking in a regular pattern I suspect you have a trigger issue. Can you get an oscilloscope capture of the crank and cam signal. Just at idle will probably be fine.

I dont really remember what a 2TG had for an air bypass, all the ones I remember working on had solex's. LOL. As long as there is some way to roughly adjust the base amount of air going into the engine that is all you need. Throttle stop or bypass screw will be fine but dont need both.