Adamw

Probably need to see your map. For a start you have cyclic idle active in the first half of the log, it appears the fuel tune is off so CLL is adding 15% fuel to get to target and Idle ignition control isnt working at normal idle speeds. Also since you are using the 300Z ecu have you moved the injector wires to match the firing order, or has the firing order been changed in the map?

Yes, ideally it would be fused at about 5A.

You will most likely need some small adjustments to the fuel table around the idle and light load area. This is because it is unlikely your deadtimes were perfect before and after so there will be a little bit of injector characterisation "baked in" to your map.

You can set up the CE light to do whatever you like. Some may want it to function as a normal CE lamp, some use it for a shift lamp, or overboost warning etc. Going off your username I'm going to assume you have one of the skyline plug-in ECU's? In our GTS/GTR base map the CE lamp is set up by default as an over temp/over boost alarm, it comes on at ECT above 102°C or MAP above 230KPa. You can change these thresholds to whatever you deem safe for your engine or you can change its function to just do typical CE light functions if you wish.

I helped Jose via tech support. The trigger offset was wrong.

No love yet sorry but I will keep on it. You can definitely set the input to frequency and display/log that upto 6500Hz but that means you need to do a calculation everytime to workout RPM. I have come up with another workaround that will make it a little easier to understand... Set whichever DI you are going to use to "Frequency". Go to >chassis&body>transmission, and set the input shaft speed source to the same DI. You then get a calibration number to convert that frequency into RPM. You can then log or display "Input shaft speed" as your turbo RPM. The only catch is the parameter "input shaft speed" is limited to roughly 65000RPM, so I would set my calibration up as 1/10 of real. So 105000 turbo RPM would be displayed as 10500RPM. Easier to just add a zero in your head rather than try to convert from frequency to RPM...

The fan is on because the AC request is active - at least in the log a couple of posts up.

Something is still wrong with your MAP sensor calibration if you are seeing -99Kpa under normal driving, that would be very unlikely with a car engine. You may need a -80 or -85KPa row however.

Ok, lets first adjust the error settings so they dont cause any confusion when troubleshooting. Go to AN Volt 3 settings and set the error low to 0V and error high to 5V. Have a look at the AN Volt 3 voltage in the runtimes and see what that shows, see if it changes with throttle open/closed and also see if it changes if you unplug the sensor. I will wait for these results before giving next instructions.

The error "ANV3 at Gnd" means the signal wire is shorted to ground - nothing to do the ground wire. Can you answer my other previous questions: If you clear the fault code, does it come back instantly? If you look at the AN Volt 3 voltage in the analog runtimes, does the voltage change when you move the throttle?

You will need at least an Xtreme if it has electronic throttle. We have a note that our Audi TT plugin is not compatible with the AGU engine but there is no reason given as to why. I assume that means the pinout is different but dont really know.

Are you checking at the grey plug or black plug? Did this problem just develop or is it a new install? Can you have a look at the 5V out runtime and confirm that is showing near 5V.

Sorry, no we dont have any functionality that will do this cleanly.

Yeah sorry, this is not something that we support at present. It is on the wishlist but quite a way down in terms of priority. I dont have much experience with the standalone controllers.

The only ecu in our current line up that can do 2 x DBW is the Thunder. You cant do it for instance with an Xtreme and our external module.

I dont see much wrong, I would expect to see RPM. Your statistics suggest the ECU has seen a valid cranking RPM at some stage. Can you do a log of it cranking: https://www.youtube.com/watch?v=_P1LRANeO4A

Yep crank trigger is giving the correct signal. Attach your map.

It seems that way but I think the old MXL's are a bit temperamental with their CAN too. I remember guys in the past having problems with them where if several devices are on the same bus they would sometimes not work depending on which device booted up first etc. Unfortunately I cant open your dash config for some reason, RS2 just crashes when I load it. I can load a couple of .cfz files I had sitting around from other customers ok? Are you sure the Keypad is 1Mbit? I know some were 500Kbit...

Ok so you dont have a trigger 2 sensor by the looks. Set trigger 2 sync mode to none then tell us if RPM is displayed correctly.. Your trigger 1 looks ok.

Hmm, this output is a bit higher frequency than I expected, with the thunder DI's limited to 6500Hz they will only be capable of measuring up to a max speed of about 105kmh. You are going to need a frequency divider to make this work up to decent speed. Something like this would be needed: http://www.vems.com/vr-to-hall.html Whats the cost on the radar sensor?

Check all sensors are calibrated and reading correctly. Check the base timing as per the help file. Adjust Fuel master until it runs reasonable (or until your wideband reads ballpark normal), that is all you should need to do to get it running ok.

Watch my video again. You are meant to click capture when it is cranking.

If you can give us information about the CAN messages required to control it then there is a slim chance we could make it work.

If this is all you need and assuming you will just be using buttons to initiate a shift then this should be doable with the generic GP output tools.

Im not seeing too many possibilities left. Lets have a look at the dash config. Can you attach that next.