Adamw

I would expect if you just set a condition condition to something that will always be true such as "MAP >1kpa", it will start as soon as you connect.

Im happy to help set up the CAN side once you have the IO planned out and a list of what needs to be done. Note G4+ cant send PWM signals via CAN so anything that requires PWM you will either need to use a hardwired output from ecu to PDM or just send the required control signals to the PDM and do all the control logic in the PDM.

A "CAN aux" is just a piece of data in a CAN message that is sent to some other device. So to make that into a real output that can drive a solenoid, you would need a CAN device that has outputs. There arent too many low cost options that are capable of PWM control of a solenoid, most would be PDM type devices or "IO expanders". One example: https://mectricmse.com/en-nz/products/µpdm4-rev3

The most likely cause I see in those scopes is there are some rather large voltage spikes present in the trigger 1 waveform. Although none are big enough in these scopes to be interpreted as an edge and cause a problem, they are pretty significant and there are a couple that would probably cause an issue if there occurred in the right place. My usual suspicion when I see something like this is there is a bad ground which is making it easier for the spark current to return through the ecu wiring rather than chassis wiring, but oddly in this case there arent many spikes on trigger 2, so Im not convinced that is the problem in this case. Possibly a bad connection somewhere along the trigger 1 path. Changing the trigger system to something that uses the same ground and signal wiring is unlikely to fix the actual cause, but often connectors and wiring etc needs to be modified as part of the upgrade so that may solve it at the same time.

You could equally say you fixed it by fitting a carburettor, but most would argue that or traditional fuel equation is not a fix to the problem you had, it is just a more basic alternative method to supply fuel. Modelled fuel equation is based on calculating the mass of air ingested and adding the correct fuel mass to it, if you input the wrong fuel data then the fuel mass will be calculated wrong. Traditional mode is purely based on a commanded pulse width, the ecu has no idea of air or fuel mass so there are no fuel settings to get wrong.

AN Volt 3 voltage shows the same problem so you either have an unstable supply or the sensor is faulty. It looks more like a faulty sensor to me since the voltage is stable when the throttle is closed.

They are not polarity sensitive, 12V can go to either pin. The 12V supply needs to be ignition switched.

What engine? If a 4 cyl direct spark you could possibly rewire the coils to wasted spark to free up 2 ignition outputs?

Start by providing some info about the engine, injectors, ignition system, and a copy of your map.

Assuming you talking about a Link terminated engine harness? The stepper adapter is sold separately. Or the pinout of the IAC DTM connector on the loom is in the manual if you want to make your own. This is what the adapter looks like: https://dealers.linkecu.com/LS-Stepper-Adapter

Yes It has been reported before but we never been able to reproduce it, the firmware team investigated several times and couldn't find the cause. Is the logger using the control conditions in this case or is it just recording all the time? I have a vague recollection from the last report that my initial feeling was it may be related to the control condition not triggering when it should.

25 Feb 2024 Eth temp CAN.pclr LINK_NevilleM_@20211110_080640_003530.xc1 Nev Race Big Font screens 02.zconfig

I think you probably just need to close the throttle a little further. Before the blip your idle speed is being controlled by idle ignition control, the advance is bouncing between -10 and +20 which is fairly extreme, but say the average is around 0. When you blip the throttle the idle control disables so ignition is controlled by the main table which has ~27deg advance in, this prevents the RPM from dropping back below the idle speed RPM lockout. Depending how the ignition table is set up you may be able to manipulate the advance around the "transition to idle" area to encourage it to come down, but if it has worked ok as is previously then I would just close the throttle a little extra.

I think you have probably got some bad advice. As far as I know we will still happily do the modification on old ecu's. However, the "DBW upgrade" that you link to is an option for a new ecu, it needs to be ordered at the same time as the ecu so it gets done before the ecu is assembled and shipped. To do it in retrospect on an old ecu you would just arrange it directly through the service dept. Having said that, I suspect you may not even need this modification - The V7-9 plug-in ecu has had e-throttle outputs already available on the expansion connectors since about 2017, so unless your G4+ is a early one then it should already have everything you need for e-throttle and wouldnt need modification. Check your PCB version where shown in the pic below, any version from V1.5 and newer will already have E-throttle and doesnt need modification. If you have a V1.4 or older then a better option would probably be a "bottom board swap" to the latest revision as that would give you the extra inputs and already takes care of Aux 4 output which cant be used moved with e-throttle enabled, contact [email protected] to arrange this if required.

It is common practice to stack the doughnut type sensors and it works fine.

Open loop lambda correction needs to be on for boosted alpha N. You will need to enable that and go over the fuel map again. Once you have the main fuel table giving decent results, then increase the boost to max and confirm the lambda still follows target. If it has restrictive turbines you will find it will drift richer than target at high boost, put negative values in the high boost/high RPM corner of the 4D table that is already setup in the base map if needed to correct this.

That is not a "fix". Traditional mode is completely different than modelled mode. In modelled mode the numbers in the fuel table number represent % volumetric efficiency. This is how much air the engine is flowing, not how much fuel. It is not possible for a for a typical road car engine to have a VE higher than 150%. If you are using E100, then most of your problem is you have the stoichometric ratio and fuel density set to gasoline values. The other issue is your ethanol sensor is using the wrong edge so the fuel temp is exagerated.

It would be a good idea to do a trigger scope, even though it is unlikely to capture the event occurring it will still allow us to rule out some possibilities such as clashing edges and ground offsets etc. Do one at about 3000RPM would be my suggestion. The RPM dropping to zero doesnt mean the trigger signal has been lost, it just means the ecu has received a pattern of "teeth" that doesnt match the expected pattern, when this occurs it sets RPM to zero and does a full re-sync.

It almost looks like the lambda is constantly resetting to me, so possibly an inadequate power supply when both devices are connected, rather than a CAN issue. I have added a custom CAN stream to your map to give us a bit more information from the CAN lambda. Can you do this for us: Load in the diag map attached below, perform a store. Unplug your CAN gauge but leave lambda connected. Start a PC log, start engine, allow to run for about 30s until the lambda heats and comes alive. With it still running, the PC log still recording, and lambda still connected, now plug-in the gauge. Hopefully we will see it playing up as soon as you do that, assuming it does, then continue to log for say another 20s. If it doesnt play up when up plug the CAN gauge in, try turning on some electrical load such as head lights and rear demister to see if that causes anything. Attach the log of this test and we will see if that offers any clues. Fuel map tune WG (13 psi Spring) CAN Lambda diag.pclx

The inj deadtimes are too small. I only have data for 300Kpa for that injector but it will be better than what you have now. It looks like you need to add about 1% to your idle base position.

Attach a copy of your tune and a short PC log would be good too. Engine off with a couple of bump presses would be all it needs.

Your fuel table isnt suitable for modelled fuel. Import the fuel table from the WRX11 base map will be a better starting point. While you are there, import the charge temp approximation table from the WRX map also. Turn off the IAT trim table. Change injector rated flow to 892cc @ 300Kpa. Idle base position may need to be increased a little but see how it behaves with a more correct amount of fuel.

0V would suggest the wiring is wrong. Make sure it is wired like this: Be aware also, some of the aftermarket connectors have the cavities numbered incorrectly, one example below.

One does, one doesnt. No mention of that or the different connector in any of the description so your guess is as good as mine. The "960cc" however narrows it down to a few possibilities. Yes clamp voltage of the driver will have some effect on the deadtime, but also a few factors such as the very round "1.300" base value, the oddly smooth exponential trend and the same deadtimes for both pressures for 15 & 16V give me the impression that at least some of that data might be "made up".

Its hard to understand what you are talking about. Can you attach a copy of your layout. Can you attach a screenshot of PC Link with your map open or ecu connected. Where is this troubleshooting comment coming from? Are you talking about the ECU settings pop-out menu on the left side? Or the menu bar which is along the top of the screen?