Adamw

The one we sell is actually the newer MXS 1.2 Strada, the MXS Strada is obsolete if that is what you are being offered. The MXS Strada is a bit more limited in functions, display styles, CAN bus and a few other differences but it is still quite a good dash. If you are in fact being offered the MXS 1.2 Strada then I think our Race version is exactly the same as the AIM branded version (apart from the Link logo), our street version has some different icons over the warning lights than the AIM branded version. The Link branded dashes are also pre-configured from a software point of view. Functionality wise there are no differences that I know of.

Here is the data for the short deka 5's, this is for 43.5Psi so close enough.

Those dead times in your map dont look right to me. Below is the Ford Performance data sheet for the 80lb long Deka. That is assuming fuel press is about 39Psi, if it is different then you need to mulitply the deadtimes by the FNPW_OFFCOMP number for whatever pressure you are running.

Our BA manual shows 7 pins (might be different on an auto), but I suspect you will need both Vrefs connected and both gnds connected.

Then if it has 5V in, and no pressure or vacuum applied to the hose, it should be outputting about 1.5-1.6V. If yours is only outputting 0.5V, then it is faulty.

There should be no problems with those versions. If you go to >ecu controls>ecu unlock, are all the "unlocked features" checkboxes showing as checked?

Have you actually checked with a multimeter that there is 5V on the red wire and ground on the black? Have you checked what voltage is coming out of the sensor?

Your pic above shows there is only 0.55V coming from the MAP sensor. The GM 3 Bar sensor should be more like 1.5-1.6V at atmospheric pressure. So either something is wrong with your wiring, your sensor, or it is not actually connected to AN V2.

It wont, the same input is available on the Exp connector and B136-19, so only one can be used. You still have AN Temp 2 on the Exp that you can use though.

Either is fine, the only difference is the trigger offset will be different by 360 deg depending which one you use. Our Supra plug-in uses the rear sensor.

There is no assignment of cylinders to a particular knock input in our current ECU's, the ECU listens to both inputs during the knock window it is assessing.

The V5/6 cars have a stepper motor idle valve. With a stepper motor there is no position feedback - the ecu can only guess its position by keeping count of how many "steps" it has sent to the motor. The trouble is the ECU can only assume that the motor moves the right amount everytime it sends it a step - if the valve hits say a mechanical stop at one eng of its travel or there is a sticky region within its travel range the ECU's count may no longer match its actual position. So to me this sounds like what is happening to you. So its possibly sticky or it is being commanded to move beyond its actual mechanical range. I dont know how serviceable they are on a subaru as I have never seen one but if you can make sure it is clean and it can move smoothly through its full range that would be a good start. Then we want to make sure that the numbers in your base table look like they are within its realistic step range.

Map and log will be the quickest way forward. https://www.youtube.com/watch?v=_P1LRANeO4A

I tested what I understood to be the last few fixes for 5.6.6 on Friday so I can only say it is getting close, but I dont have an ETA. They will still need to add all the different language translations and stuff in and then check it installs and works correctly for everybody from there before final public release. If there is some specific fix that you are waiting on, let me know and I will give you a test version.

Yes, in the next 5.6.6 firmware the CLL trim has 2 fully configurable 3D tables, so you can have different limits for adding fuel than for subtracting fuel and have those limits mapped against MAP, RPM, or almost any other parameter you like. I dont think the release is far away.

In the V7-9 and the V10 there was an IAT device in the MAF, but not the V5-6 as far as I know.

Looks pretty ok to me towards the end of your log. Warmup enrichment stops at 90deg ECT so that was already not having any effect from about the 2 minute mark. Leave the master fuel where it is and start tuning your fuel table now.

For the "ECU unlock problem", whats your PC Link version and firmware version? View these in Help>about and Help>ecu information. Has it actually been unlocked? For the erratic sensor readings problem, the only thing I can think of that all of those sensors has in common is the 5V supply and the sensor ground. Can you have a look at the runtimes screen (F12), ECU status tab, and tell us if the 5V looks stable. Pic below to show where to find it:

Narrow band sensors output 0V until they are up to operating temperature so you will need to set the AN V4 error low to 0V. Start at step 6 below to check the calibration is correct and it is functioning correctly:

As far as our notes go, they say the V5/6 cars never had a factory fitted sensor so I dont know which pin your one would be connected to. AN Temp 3 is available on both the expansion connector and B136-19, however as far as I know B136-19 was only chosen as it is normally just an unused spare pin. You may be able to work out what pin your sensor is connected to by looking at wire colours.

It is connected to a regulated 5V supply and is a fairly simple voltage divider network with detents forcing it to fixed positions. It should be repeatable to within a few hundredths of a volt, so there will be almost no interpolation provided your cal table is set up correctly.

I dont see it being of much use to connect the ECU to the blue wire. The note on your attached instruction says "For ideas on ways to use the trigger wire see page 14", so you should probably start by reading that to see if any of it sounds useful to you but personally I agree with the others here, letting the ECU control boost gives you much more flexibility - boost by gear, etc.

Correct, except rather than your normal limit (7500) in the cells where you dont want cut applied (safe AFR), I would suggest you put something like 10000RPM, just so it doesnt interfere with your normal RPM limit.

Yep. Just choose the "1000Kpa TI sensor" calibration from the drop down list, this matches your sensor. The ignition drive will get re-assigned automatically when you load the map into the ecu. No further config is needed from you. Yep. You will most likely need to adjust the "Master fuel" number, you dont need to be too scientific about it, just adjust it up or down until it runs smooth. I would also go to the staged injection settings and change the Sec/Pri ratio to 1.65. I would also adjust your staging table to look like this:

You dont have any control of the injector timing with multi-group injection. The ECU will just fire odd numbered drives, then even drives alternatively. It probably would be nice to swap the inj 2 & 3 wires at the ecu plug so that you dont have all the injectors in one rail all open/close at the same time. Set the injection rate to 1/2 engine cycle and that will smooth out the pulsations too.