Adamw

The log attached looks terrible with out of control oscillation. Do you have one after you changed the PID? Also you havent logged enough parameters. On the PC logging setup page just click the "add all" button at the bottom, that will give us better data.

What happens if you set ign 1 driver to test mode? (coil lead hanging off coil and grounded somewhere) Do you get consistent, regular spark then?

It is normal for E-throttles to default to a slightly open condition in the un-powered state. The correct closed voltage values are the lowest voltage you see when forcing the blade shut. I havent had time to look at your log but from your map it appears to me that the automatic TPS cal just hasnt worked well and I suspect if you manually input those values CJ suggests above you will be away.

The wiring and set up is easy - signal straight into a digital input, set the input to "ethanol content sensor". Right below the wiring for the siemens sensor you will find the wiring for the continental sensor. No pull up needed. Both measurements are part of the same signal. It is a square wave PWM. Frequency varies with Eth content, duty cycle varies with temp. The V series doesnt have true flex fuel capability like our newer ECU's, but this is how it is normally done: Set up 4D fuel and ign tables, put Eth % on one axis (Y) and RPM on the other. The main fuel table is your petrol map, the 4D tables are then used to add fuel and timing based on Eth %. There is no way to change warmup enrichment and cold start compensations based on Eth% in this platform so you have to compromise a bit in this area and usually go for something in between ideal for both fuels.

This was brought up a while ago so I will leave a link here too:

Ok, I found the problem. There is some odd interaction (bug) between knock and DI pull-ups on DI7&8. For me this worked: Turn the pull-ups off on DI 7&8, do a store. Power cycle ECU. Enable Knock. Store. Turn pull-ups back on. Store.

The TPS is listed as one of the required modifications in the manual. You can do away without it but you will have some drivability issues due to idle control and accel enrichment not having the best input. Note TPS doesnt necessarily need the expansion harness as stated in the manual - that is just the easiest. You can also connect to AN Volt 1 on pin 7, or AN Volt 4 on pin 6 as these are spare inputs.

Can you attach your map as it is now.

Correct, the CAN message appears to be unchanged.

Sorry I forgot about this one. In the V series we cant use RPM as the main staging table axis so I suggest TPS, this along with the RPM lockout should give you something similar to what you requested. In the example below, I have set my lockout to 6000RPM, so over 6000RPM and 70% throttle the secondaries will start to work. At WOT and any RPM above 6000, 70% of the fuel will be going through the secondary injectors. Also note since your injectors are going to be different distances from the intake valve you will likely need to use the "accel fuel" and "accel time" to dial out the lean spot when secondaries turn on.

Please attach your map and I will take a look.

Yes you should be using the G4+ software. There should not be any "latency issues" - it should work justs as well as the iVTS software so you might have some other problem but it wont hurt to update to the latest G4+ firmware also.

Sorry, no. The engine configuration is locked to Rotary only on these ECU's.

It almost sounds like you might have sub and main swapped. Is your pinout like this 3UR?:

APS sounds correct. The tp calibration can fail if PID aren’t close enough so that is potentially some of your problem. Is this throttle body the one with the clutch? Do you have that energized?

That suggests there is no connection from the CAS/distributor to the ECU.

The older "non-plus" G4 ECU's did not have a end-user configurable CAN receive. Any CAN receive templates had to be coded in to the firmware. The only CAN EGT device that could be used with the G4 is the Motec E888 (I expect also the equivalent Race Grade TC8 will work).

Correct. From the 5V output of course...

None of the common G1's could do staged injection. There are possibly a couple of special firmwares such as rotaries that could do staged but that is not going to help you. On the V5, I think alternative map sensor options were only available at the time of order and were custom written into the firmware at the time. Not end user selectable in software.

Unfortunately no, these are pretty basic systems with no staged or auxiliary injection function.

Press F12 to open up the runtimes screen. Move to the triggers tab. Watch Trig 1, trig 2 and Eng speed while cranking. Trig 1 & 2 should turn green and say yes. Eng speed should show about 150-250 if all ok. Let us know if these look ok.

This is not something I have experienced before but here's a thought: What about a controlled "leak" like my drawing below. Under relatively steady state conditions the vacuum/lower pressure would "leak out" of the restrictor so BOV will stay closed. Under sharp transients the leak through the restrictor wouldnt be fast enough yo upset the pressure differential so BOV should still act as expected. Restrictor size would be trial and error.

Those are your CAN H & CAN L, cant tell you which is which but would assume it is mentioned in their manual. The DB9 connector is quite commonly used for CAN - although more in industrial control than automotive. The linked NZEFI CAN pigtail is a good option or you can get a CANPCB cable off a link dealer and either chop the end off to use your own connector or connect to it with our matching CANF plug. I suspect that device will need a terminating resistor added also.

If you want more than 2 positions then most likely a multi-position rotary switch is the best option. It will be connected to 5V to give a 0-5V input. There are various manufacturers offering these. There is a thread here with an example setup:

A couple of pages below from the help file: Edit - added this comment later: That Aux9/10 supply should ideally come from a separate ecu controlled "e-throttle relay" as shown below. This is a safety feature so the ECU can shut down power to the E-throttle if one of the safety watchdogs are tripped.