Adamw

Trigger 1 edge will need to be set to falling for that waveform you show above. You will notice there is a rising edge in the middle of the "missing teeth area" so rising edge will not work. Do us a new log after changing that.

In the G4+, GP Outputs are evaluated every 20mS, so if you are using the timer as a GP output condition it could potentially be up to 22mS late worst case. It looks like the 50mS note in the help file was a left over from the older G4.

Provided the sensor is capable of detecting the bolts reliably and it sees them as equally spaced edges, that should still work ok.

Can you do a trigger scope, you have lots of trigger errors. Im not sure if that is causing the pump control problem but we need triggering to work correctly before moving on. Here is a video showing how to do the triggerscope, if it wont idle, just do it while cranking: https://1drv.ms/v/s!AiYbYlZQuRHPmieMTkwQDCXEb2LY

Ok, try these two files. 812776967_BenjiBarraFINALTUNE7PSI New CAN.pclr Benjis Barra Patrol With EGT's.zconfig

Only Aux 5/6/7/8 are capable of stepper motor control. That would be highly unusual although I have never seen the mitsubishi system. I would expect there would have to be some electronic means to control pressure.

It works as expected. The torque reduction is removed as soon as the "max shift time" has elapsed, after the re-activation timeout the shift status returns to "waiting". Log below you will see the "upshift DI (DI5) remains high after the gearshift event. Gear shift.llg

The "Find devices" function is only used for changing settings on the Link CAN Lambda devices, it will not "find" anything else. Your EGT setup looks ok to me, there are no CAN errors showing in the Runtimes and you have 4 valid EGT's reading in PC Link so I would say you are set up correctly. Correct, you will not be able to use devices with a different bit rate on the same bus. As far as I know neither of these devices have a configurable bit rate.

Your wiring sounds correct from your description. The 5v error usually means there is no sensor connected/open circuit. I would start by unplugging the main ecu connector and measure resistance between the sensor ground and the analog volt pin, according to their data sheet you should see about 800ohms (@20deg C) if wiring and sensor is good.

Yep this looks good now.

You cannot derive AFR from a narrowband sensor, you will need a wideband device connected.

Try it and see. Resistor plugs are definitely a nice precaution if available but not always necessary. Much more important with wasted spark ignition than with direct spark. Keep an eye out for signs of trigger error (erratic rpm trace, dwell scatter or error counter), if you don’t see any then you are probably good without them.

That would be my understanding of how it is intended to work. I’m away for the weekend but can test it on the bench for you on Monday if you have any doubts.

You need to input the correct data otherwise the error will get baked into the VE table. (VE table will need larger numbers if your injectors actually flow less than you tell the ecu they flow). It is generally easiest to use the same parameter on the axis of your VVT table as your fuel table. It will be completely different. Typical VE numbers will be about 50-60% at idle increasing to 100-120% at peak torque. Trial & error/testing. On the dyno you can get a feel for it by varying air temp while keeping coolant temp relatively constant. You can often vary air temp by directing air from behind the radiator into the intake.

Yes, please read the instructions on this page for return info: https://www.linkecu.com/contact/ecu-service-requests/

FIC has the data if you look at their GM EFI Live datasheet here: http://fuelinjectorclinic.com/efilive1000 But, this data does not look real to me, I would not trust it. If you graph it you will find it is just a straight line. You are probably better to leave it set at zero or go to a supplier that gives you real data.

As far as the ECU goes, the only thing you will need to change is set E-throttle mode to off and make sure the AP sub and AP main analog inputs are turned off. You will need to fit some sort of idle valve and connect that.

Share it using google drive, dropbox, onedrive etc.

Use the G3/G4 wiring. That G1/G2 pic really needs to be removed from the manual...

Try installing the latest graphic drivers direct from the vendor (Intel I assume) rather than using the default ones that windows update installs. Also, some menus will play up in our software if the display scaling is not set to 100% so check that too.

Yes. If it was originally 276 then to change the offset by 360 you need to set it to -84. You also need to test this with a timing light, dont just use a number because someone else with the same engine used it.

The V series can use an ethanol content sensor but dont have true flex fuel capability. Basically, it is done using 4D fuel & Ign overlay tables with ethanol content on one axis. You can generally get it running pretty good during normal operating conditions but things like cold start and warm up enrichment etc will always be a bit of a compromise as it doesnt have the capability to change these compensations based on fuel composition. As for the AIM dash, check that the ECU serial number is >10000, if it is then it has CAN and will work great. If it is less than 10000 then it will need to come back to us to have a hardware modification to enable CAN (a free service) or you can use serial instead without the mod but that is a bit of a pain as you have to unplug the dash when tuning etc. Tuning software is here (get VTS V4.10.2): https://www.vi-pec.com/software

Did you change the offset by 360deg?

Log and map please.

It doesnt appear so. Do you have any tracking info?