Adamw

All ECU's are shipped locked for security. You need to do just as the message says and contact whoever you purchased the ECU from and give them the serial number, they will then give you an unlock code for it.

You are on very old firmware, can you first update to the latest firmware. Then load in the attached file and run the "can angle test" to determine Trig 2 VVT offset (test pulse count = 6). Once that is entered, turn off the cam angle test and try commanding the cam to advance, report back results. VVT settings.pclr

In some cases the ECU case is grounded so probably helps make it more immune to electrical noise but many arent grounded so I dont see any problem with a 3D printed case.

It is because the lower resistance injector needs more power to open. The main reason for the resistor is to reduce the amount of current flowing through the injector so it doesnt over-heat. If you use a Low imp injector without a ballast the injector usually overheats and melts. Injectors with lower resistance of course are designed to handle more current so they dont need as much resistance added.

Yes pin 37 is fine, it is a normal 5V analog input.

There is no direct way to do this at present. The only function that disables CLL is launch control so provided you are not using launch control you could use this function to do it.

Dont do this, all of the other compensations will still be applied in the background and it will possibly give you a false result. The correct way is to open the "set base timing" screen, in here you can tell the ECU what reference timing you want commanded then adjust the trigger offset up or down until the timing marks show the same value as your reference setting.

It will be near 0deg but you need to check it yourself to confirm before putting it under load. You will have to paint your own mark on using a screwdriver down a plug hole or similar

Yes the knock sensor is connected and the ECU has onboard knock control. It is not enabled or set up in our base map, this should be done by an experienced tuner. We have seen this problem on a few car cars now, it is rare and seems to be isolated to a certain model/year or region. The cause seems to be that the ABS ECU boots up before our ECU is sending out CAN messages and throws an error. We have tried to make our CAN system initialise faster in the firmware etc but some cars still dont like it. The workaround is to wire a relay into the ABS ECU power supply so that it loses power when the ignition key is in start position, it then reboots, sees Link's CAN message and is all happy. If you email we can give you a bit more info. Im not sure what "DTE" is but the fuel consumption gauge will work if you use "modelled" fuel equation. In traditional mode the ECU has no idea how much fuel is flowing so cant send out consumption data.

In my experience power output from E85 is much less sensitive to air fuel mixture. What I mean by this is you have a much bigger "sweet spot", on a NA engine for instance I might need 0.88 Lambda for max power with petrol and see a noticeable loss of power either side of this, but with E85 I can vary Lambda from say 0.8 to 1.0 with almost no change in power. So you can err on the rich side without much consequence except fuel economy although if you go really rich you will need a strong ignition system to lite it up. 0.8Lambda sounds like quite a reasonable starting point for an Evo at 1.6Bar on E85.

Do you get a spark if you use the ignition test function? Trigger 2 sync mode should be set to none but I dont think that would stop it sparking. Are you getting RPM displayed in the software when cranking?

If its not showing in device manager the PC is not seeing the USB device at all. If the ECU is already installed inside the case , can you pull the lid off and check the USB cable is plugged into the USB socket at the rear of the top board. I have seen some users plug it into one of the CAN ports on the side after installing in the case before. While you are in there, with the ignition on, check if the blue/green LED on top is lit up.

The analog input impedance is >1Mohm. It will not skew any temperature circuit that I have ever seen used in automotive electronics.

He was using frequency because he was broken down on the side of the road with only a few tools, a multimeter being one. When the ignition outputs are in test mode they fire a 2ms dwell at 10Hz, so I suggested he can use his multimeter set to frequency mode to determine whether the ignition signal was present on all channels.

attach your map

yep

Pull #2 plug/coil out so you can see it spark, then use the ignition test function to see if there is a spark.

There is no built-in wideband lambda controller on our plug-in ECU's. You will have to fit one before you get valid lambda measurements.

What is this "injector pulse 1" setting are you adjusting? It should be Master fuel. What lambda device do you have and is it connected to the ECU or just standalone?

It looks like the main problem is the target table is commanding 2.5%, but the engine appears to need 4% for normal idle. But it also looks like the TP hasn't been calibrated since TP sub and main dont match. So it may just be the lack of calibration causing the target table numbers to be off. Can you do the TP calibration procedure then do another log and we will see if the target table needs a tweak.

Do a triggerscope: https://1drv.ms/v/s!AiYbYlZQuRHPmieMTkwQDCXEb2LY attach it here when done. And post a copy of your map too.

Since you are using modelled mode you need to enter the correct stoichiometric value for your fuel, this should be ~9.8 for E85. Changing this value is going to change your tune quite a bit. Your AFR gauge can then be set to display E85 AFR or Lambda units, not gasoline AFR.

The log suggests there is close to zero volts coming in on ANV9, there is nothing wrong with your config. How is the oil press sensor ground return connected to ECU?

Follow the procedure here: https://www.youtube.com/watch?v=u54915wuLYc