Adamw

If the end shift mode is set to "gear barrel position" and your gear pos sensor fails, then in this case the "max shift time" setting takes over. Typically you set your max shift time a bit longer than your normal longest shift - so if the sensor fails you will have a slightly slower shift than ideal but it will still cut and shouldnt be any harder on the gearbox.

Since you've changed wiring etc, can you give us a couple of fresh trigger scopes, one around 5000RPM will be good. Trigger and camshaft positions are def not happy for some reason.

You will be best to post what you've got so we can diagnose. Attach a log of it cranking, a triggerscope capture when it is cranking and a copy of your tune.

Also check the transmit rate in the ECU CAN set up is set to 20 or 50Hz, the dashes freakout if set to 1Hz or 2Hz.

You can attach your tune and a log of it running as a starting point, but it sounds like a trigger problem so we are probably going to need a triggerscope from a higher-end ecu or a standalone oscilloscope to get to the bottom of it. Do you know anyone with a Storm or higher ECU that you could plug-in to get a triggerscope? Or do you have a scope? Where abouts are you in the world?

Yes, neither are stocked here in NZ as far as I know. I have previously bought the Spartan direct from 14point7 in Canada but it does take a while to get here. justraceparts.com.au has the spartan in stock in Oz for a decent price, not sure on shipping cost. ECU master I have installed one but it was part of a kit, I never purchased one personally. There is an agent in NZ but I believe he doesnt stock them, I suspect you would have to buy from overseas.

Is this a drysump engine? Is the sensor an absolute pressure sensor? Whats the normal CC press at idle? The dash config that you have named "EG331.0 New CAN", you have taken my CAN setup out all together and it is just using the standard Link CAN Bus Base ecu file? This is why it is not working...

You can turn it off but I suggest you leave the target table on, it doesnot need a AFR sensor, the table multiplication will still work without a sensor connected.

I would avoid the innovate widebands they kill sensors faster than you can buy them. A decent low cost CAN wideband is the 14point7 spartan 3 or the ECU master Lambda to CAN.

If it really is a V3 then it is not laptop tunable, they were hand controller only. The hand controllers have been obsolete for about 20 years so not easy to find now. None of the G1 ECU's had a USB port so Im not sure what you are talking about here, they only had a 14 pin ribbon cable that you needed to connect to a special box for PC comms. Can you attach a photo of the ECU with the cover off so we can confirm what you have.

What dash do you have? An old G4 DisplayLink like below? What ecu do you have?

All this info is in the help file: What moves the throttle blade then?

So what ecu do you have? Is it a plug-in or wire in? Has it ever worked properly or is it a new install? Is the e-throttle clutch powered? Can you attach a log of some throttle movements in set up mode with engine off and your tune.

For whatever reason realdash seemed to have left that out of the stream. I think they assume ECT and IAT will always be AN T1 & 2. I think you will have to move IAT to AN T2 so you can send oil temp on AN T3.

Typically just RPM/MAP is fine for the ign table on boosted ITB engines with weak vacuum, I havent done a boosted two stroke personally. You can add 4D ign if you really wanted but I have never needed to. The background MAP multiplication usually takes care of the idle valve well enough.

Just ignition on should be fine for it to be detected using "find devices". If it doesnt receive a CAN message within about 15 seconds the heater will turn on by itself, so a quick test to confirm its got power is to leave the ign switched on for about 5mins when its cold and feel if the sensor is getting warm. Can you attach a pic of the connection to the ECU and anything else that maybe relevant.

Try this, tried something new and done it a bit of a rush so let me know if it doesnt work. MXS 1.2 Strada EG333 New CAN.zconfig EG33E851.0 New CAN.pclr

There is a little bit of info floating around on the net for this model. Connect the ECU to the PT bus and try below and tell me if the tacho works.

They will often work if you just hold the pickup on top of the coil. Yes, the crank teeth are used for timing, but the ecu still needs the cam tooth to know which tooth on the crank to start counting the offset from. So by shifting the cam tooth you could potentially be 30 deg out. I would expect it would barely run if it was 30deg out so likely it is fine but still needs to be checked.

Ok, below is a basic made-up example. To explain, fuel table 1 is the main VE table, this basically tells the ecu how much air the engine is inhalling (assuming it was naturally aspirated). If you set the fuel load equation source to "MAP", then this table is multiplied by MAP in the background, so even though it only has TP on the VE table axis, if you double the manifold pressure the ECU already knows there is double the air going in and therefore adds double the fuel. The calculated fuel pulse width is also further multiplied by the Lambda target table in the background, so this compensates for the fact that you normally want a richer mixture at say 200Kpa and 100%TP, than you would want at 100Kpa and 100%TP. Since the turbo creates back pressure on the exhaust side and may effect volumetric efficiency, you may find that as you increase boost more and more the fuel mixture will start to drift off target, to fix this you have the 4D fuel table. The 4D fuel table is an "adder". So if you have "10" in a cell it adds a further 10% fuel in that region, if you have a "-10" it removes 10% fuel in that region. You would set up this table with MAP Vs RPM, usually most of this table will be zero and you will only have to tune a few cells in the high RPM/High boost corner to get the fuel mixture right at all boost levels you intend to run. To tune these two tables, you start with the 4D table all set to zero, run engine on lowest boost possible (wastegate spring only) and tune the main VE table all over. Then increase boost say 50kpa and run engine, through whole RPM range, adjust the relevant row of the 4D fuel table if it needs some fuel added or removed at the top end. Repeat at higher boost levels until you are at the maximum you intend to run. After the ecu has calculated the correct fuel volume that needs to be added, then you can choose how you want to split that between primary and secondary injectors. Again this is very flexible, these can be the same size or different sized injectors, you can have both injectors spraying half the fuel each or you can have all fuel going through the secondary inj at high RPM or whatever you like. In the example below I have primary and secondary injectors both the same size. I have all fuel going through the primary below 100Kpa MAP, then above 100Kpa I fade in the secondaries and by 180Kpa I have half the fuel going through the primary and half through the secondary.

With stepper motor idle valves, since they move so slowly, you will normally need to turn on/set-up idle ignition control also to achieve decent idle control.

Set short pulse width adder to 0, with such small injectors they will never be operating with a short pulse width so it doesnt matter. Injector flow @ rated pressure will be 270cc & 300Kpa. Set base fuel pressure to whatever static fuel pressure you are running (with engine off).

Ok, thats a weird sensor, not delphi. A quick google found this which seems to match yours at room temp: https://www.fixjeeps.com/coolant-temperature-sensor.html So, set your AN Temp input to use Cal 1, then set up Cal 1 to look like below:

yep looks good to me. Check your trigger offset is still ok and you will be winning.

You are posting in the G4 section. The G4 only had very basic CAN configuration, you can select from any of the pre-configured streams and you can assign any ID and bit rate you like to those, but that is about the extent of what you can do.