Adamw

50 & 59 should give us an idea. So when you connect your mulitmeter across 50 & 59, you get 13.5V, what was the voltage showing in VTS at the time?

Then all you need to do is adjust the calibration number on the DI settings.

This is probably already be possible. Can you explain the problem better... Is the speed displayed wrong in PC link or elsewhere? Where is the speed signal coming from? VSS or CAN bus?

My thought would be the same as yours - with supercharger, pipework, intercooler all before the throttle, you probably have 10 litres or more of "plenum" volume that the engine has to evacuate when the throttle closes. Ideally you would move the throttle blade to a more appropriate location, but thinking outside of the box - you could possibly use cyclic idle to stop the "flare up".

These are not great sensors for aftermarket ECU's/loggers that have 0-5V inputs. Because of the low resistance you also need a low value pull up resistor to get a reasonable voltage range out of it, but that makes it burn a heap of power so you have to compromise. The ECU only has a limited amount of 5V power to power all attached sensors. I would use a 200ohm pullup resistor which will give you about a 0.4-2.4V signal to the ecu. If you give us a link to the data sheet or calibration data for your sensor I will show you how to do the Cal in the ecu.

The crash during standby/sleep (and when attaching the external monitor) is a known problem and appears to be fixed in the next version that is in internal test now.

Your Throttle position sensors arent calibrated correctly, TP sub reads 2% at idle, TP main reads 18%. Both should read the same at all times. 18% seems escessive for idle so I suspect it is TP main calibration that is incorrect. Your PID is poorly tuned causing an unstable oscillation so that need to be fixed also. In the last log It appears this oscillation over-heats the E-throttle hardware and shuts it down. Our E-throttle hardware is really a bit too weak for the S54 so we generally advise it is not compatible. However some users do report good success, usually, you will need to remove at least half of the springs from the system, all of the mechanical parts need to be in good condition, free and well lubricated and the PID loop needs to be finely tuned.

Have you configured the jumpers and dip switches for the right model and year? Do you have RPM displaying in software when cranking? Do you have spark? Have you checked ignition timing?

The main reason for this is the Monsoon is limited with only one 34pin connector so by putting the Map sensor inside it means it frees up one pin for other uses. Yes both have the same tuning functions available. Note for "autotune" you still ideally need a dyno to be able to hold the engine steady in each cell. The mixture map function is another useful function for tuning from datalogs. We dont have a 1ZZ base map, you would just start with one of the basic "sample maps" and add the main settings for the 1ZZ out of the help file.

Hi Chuck, I sort of have a similar feeling as CJ, in that it very much sounds graphics related. Windows 10 should definitely not be a drama and all of us here use win 10 (even with the G1 software lol). I will ask @EngineeringDave to take a look at this thread next week (Friday night here already) and see if he can help.

Will send you a PM.

Assuming it has a cable throttle and a solenoid type idle valve (not stepper) then either the Monsoon or Storm will do it. The Monsoon doenst have knock control so that may be something to consider but otherwise they have a fairly equal level of features. The Storm has quite a few more input and outputs so will give you a little more flexibility to add sensors or control other stuff later on if you're interested. The Monsoon has enough I/O to run the engine and common ancillaries will be pretty much fully populated so wont have many/any spares left. The Storm costs a bit more for the ecu, it will need a separate MAP sensor and possibly a more wiring so will end up costing a bit more in total. Here is a chart showing the major differences: Neither have proper traction control, but you can do stuff like GP Limiters based on wheel slip etc. Both have boost by gear, multiple boost tables and multiple launch control strategies.

Can you put your voltmeter probes on pin 50 (main gnd) and pin 49 (main power) and tell us what voltage you get there compared to voltage displayed in VTS.

No, you need to set up the layout on a screen with the same resolution as what it intends to be used on. You could possibly temporarily set your desktop pc to the same resolution as your tablet to build the layout. This is a feature of the tablet. Most with a single port cant charge and be connected to a USB device at the same time. Some models will work with a special splitter/adapter. The G4 is not as flexible as our newer ECU's in this respect but depending on what else the pressure sensor is used for you can probably change the calibration units to psi. Again this is a function of the Tablet. It will need a feature in the BIOS, called something like "restart after power failure", with that enabled it will automatically boot when power is connected.

I think the help file has all of that info. From the two pages below; LH Inlet cam position to DI1 (pin E9), RH Inlet cam position to DI2 (pin E2), LH Inlet cam solenoid to Aux1 (pin E16), RH Inlet cam solenoid to Aux2 (pin E12), MAP is connected to ANVolt 1 (pin B8), IAT can go to AN Temp1 (pin B27) and ANTemp 3 (pin D14)

Hi David, I dont have all answers and our documentation around MAF is a bit thin and barely anyone I know has used it, so I just done a few quick tests on the simulator to get some basic answers. With a MAF since you are measuring air mass directly so you dont need air temperature (to approximate the mass via density). If you select " MAF IAT" then the fuel equation is not modified by IAT. - It really just becomes a parameter that is logged and has no effect. I dont know this one confidently but I suspect "Off" is the most appropriate. I cant see how BAP would affect the measured air mass so I dont think that is useful. It appears to me that if you use Modelled mode then "estimated" is used, if you use traditional mode and have a MAF assigned then "measured" is used. That means to me that traditional mode is a more true MAF strategy but you then miss out on some of the fuel pressure/density comps. In modelled mode if I do a test at a fixed mass air flow and change something like "engine capacity" I see "estimated air/cyl" change and pulsewidth change, so it seems the "air density model" is still trying to do its work in the background. If you wanted to use modelled mode then put the charge temp table to zero and make sure your IAT is set to "MAF IAT" so charge temp is taken out of the equation. Provided the other air density related settings like "engine capacity" are left alone then it should provide a good MAF strategy.

The pinout in the help file should have most of what you need. What other pins do you need to know? All the WRX base maps are supplied within PCLink, There should be something there close enough to get you running.

0.67 to 10.0 Lambda

You are correct, I just tested this and Cyclic idle is not possible on a rotary engine. I assume there is probably a reason this function is disabled for Rotaries but I dont know for sure. I will see if I can get any further info from the engineering team tomorrow.

The round port next to the tuning port (without the red o-ring) is the CAN port. You need the mating 6pin connector. It is an Amphenol LTW connector, part number AU-06BFFA-LL7001, you will find one at Mouser, Digikey, RS Components etc. Pinout as follows:

Tell us what ECU you have and I will tell you what you need to connect to CAN.

Most would aim for about 300KPa or 43psi as thats the "industry standard" unless there was some reason not to. If your fuel press is only high at idle then it may just be the FPR is too small for the two pumps.

Hello, sorry for the slow reply. Is this a plugin ECU or wire in?

Correct the limit flags are "bit fields". There is probably some smart way to do it with programmers math but I normally do exactly what you did - convert to binary and look where the 1's are... Most aftermaket/programmable CAN devices have "bit masks" for this purpose. An easier option may just be to change the "generic dash stream" to send out a parameter that is easier to work with such as "% ignition cut".

No sorry, the secondaries will use the same timing as the primaries.