Adamw

The dash uses ID1000, the CAN lambda assigned to Lambda 1 uses ID950, lambda 2 uses ID951, etc

Note the autosport labs device has 4 analog inputs - although you could make 2 work like DI's by enabling the pull-up. As for assigning what each channel does - you do that in the CAN set up screen. Lets say Byte 0 in the CAN message is analog input 1 on the AnalogX device, so in the Link CAN setup screen you assign Byte 0 as CAN ANV1 or whatever parameter you like. You will also likely need to add scaling so that their units match our units etc. I can help you with the set up when the time comes.

It looks like a toyota coil similar to the common 1ZZ/1NZ coils. Import the table below is what I have used with success. They are saturated by about 2.4ms @14V but they dont like to run that high for very long - especially if run wasted spark they will overheat quickly. So this dwell table runs them 2.1ms most of the time then just bumps it up near the peak torque area where it may be needed. 90919-02240 dwell.lte

AN Volt inputs can measure 0-5V. DI's cant really measure voltage, they just look for high or low. They switch on when voltages goes above about 1.5V, and switch off when voltage drops below about 1.0V. The suburu cruise switch is just simple on/off momentary buttons. Connect one side to +12V and the other to 2 DI's.

I think you would get a better result using group/staged. Switching injectors on via a relay means the fuel table basically needs to halve the pulse width at exactly the same instant that they switch on - that is a lot of room for error.

Pretty much the same.

List below of what can be received over CAN bus in the current firmware. On/off type switches could be received as CAN Digital inputs so you have 8 generic ones there you can use for turning functions on/off, switching tables etc. The generic CAN Analog inputs are a little less flexible as you cant use a calibration table to assign meaningful units/scale to them. So they will be fine for basic stuff like your rotary switches but less useful for something like accelerometers where you want it to read in "g" instead of volts. Yes, the autosport labs device could be used for the rotary switches. ECU Master also have one with 8 x switch inputs and 2 analog inputs: https://www.ecumaster.com/products/can-switch-board/

I dont know these engines well enough to know how much is involved mechanically, but from an electronic perspective, the later 36-2-2-2 is going to give you less timing drift during transients. You can often run a little more timing or reduce/turn off transient retard with a higher resolution crank wheel.

If you are not worried about a gauge and just want lambda connected to the ECU then my suggestion would be the Spartan 2 from 14point7, they are good value and work well.

I would consider adding an idle valve if it were me. Although you can control idle with DBW as CJ suggests, with a 102mm throttle on a 3.5L engine it is not going to be great idle control.

Pin A25 & B1 are the only ones at the ECU that have switched 12V. It is probably easier to find it in the engine bay somewhere such as ignition coil or idle valve.

Can you attach your tune file (.pclr) also. It doesnt look like VVT is set up at all from your log. The VVT target is zero for the whole log. Has this been tuned already? It seems there is a lot of stuff not working right in your log?

There are a couple of options here. In the chassis & body menu you could set the "allow CAN anti-theft Request" to yes. You can leave this setting on all the time. When you want the car to run set the default state to run, when you want to immobilise it set the default state to immobilise. Another option would be if you have a DI set up to ignition switch or Stop switch you can just change the "on level" to enable or disable it. You can re-label the DI to something less obvious.

I suspect there may be a firmware issue that causes the wiring fault error, I'm not sure if we have tested it on a 3 cyl before so it may be something that was never considered. I will discuss with engineering next week. Does it run ok apart from the error?

File attached. The RPM limit and most other dash lights are controlled by the virtual auxiliaries. The map has the RPM limit lights change based on engine temp as they did originally. Coolant, oil press and CE lights are also on the virtual auxes. E46 S54 startup with CAN.pclr

Send an email to [email protected]. Include some proof of purchase such as an invoice or paypal statement and a copy of some photo ID. I should be able to get you an unlock code with that.

Temp sensor should be connected between pin 5 & 7 at the AFM plug. This is AN Temp 2 input in the software.

What model vehicle? The fuel pump output is on both pin A7 & A8, these pins are controlled by Injector drive 6. If you set Inj 6 to "Test ON" does the fuel pump run?

Take a very close look before committing. I recently compared a forester ECU for another user, I dont know which year but his ECU had an "AK" code. The connector was the same but the pinout was very different to either of our "V10" ecu's. Our ECU's will cover most AJ, AL & AM as far as I know.

I suspect it may be the injector driver settings, you have it set to P&H but with only 0.1A hold current, that is unlikely enough to keep the injector open. If you have low impedance injectors with no resistor then set it to 4A peak, 1A hold. If you have high impedance or low impedance with the resistor still in place then set the drives to saturated.

I highly recommend some basic training in EFI fundamentals to start with. No matter how easy an ECU is to use you still really need a good understanding of the fundamentals of tuning to end up with a tune that is done right and based on sound tuning decisions. There are various vendors around that offer online training for relatively low cost, have a look at something like this: https://www.hpacademy.com/courses/efi-tuning-fundamentals/

Typically you would adjust the throttle stop so that the throttle sits open by quite a bit, usually 10-20%. Then set the "Cyclic idle low" setting about 1% above your idle throttle position. (so if you adjust the throttle stop so that TP sits at 14%, set the cyclic idle low to 15%). Then set your Cyclic idle high setting about 5% above the low. These settings are explained in the help file. The cyclic idle activates when throttle position goes below the "cyclic idle low, it de-activates when the throttle goes above the cyclic idle high. You need some range between these two settings so that the cyclic idle fades out progressively to normal running as you press the pedal down.

Yes, I have a pretty complete E46 M3 CAN setup. I will post it later when im at my pc.

You need to go to the set base timing screen and adjust the trigger offset until the timing light shows the same timing as the ecu setting "lock timing to". Make sure you hit the enter key when changing the offset. Yes, assuming the crankshaft is "even fire" and the firing order is set correctly in the software the TDC events will be automatically set.