Adamw

Can you post a screen shot of the ECU status tab on the Runtimes screen (press F12) when ECU is powered up. Like this:

Actually you want a bigger master fuel number in order to reduce your fuel table numbers... Here is how I would make this adjustment with minimal effect to your already tuned cells: To get your fuel table numbers more sensible we need reduce them by about 30% - this means we need to increase your master fuel by about 30% (realising it has to be a whole number it likely wont be exactly 30%). So as an example lets say your existing master fuel is 11, and we choose to increase it to 14. Now to get the exact percentage increase we divide the new fuel master by the old fuel master: 14/11 = 1.27273 (about a 27.3% increase). Now you left click on the top left corner of the fuel table to select the whole table, then just type in "/1.27273" (but without the ") and hit enter, this will reduce the whole table by the same percentage that you increased your master so your tune should remain relatively unchanged.

I can help guide you here although the Atom can be a bit limited in this respect. What would you ideally like to do? Limit RPM purely based on wheel speed, or do you have something else to consider for launch control like a clutch switch? Are you trying to build boost or just limit wheel slip?

Since you are not really using the RPM axis you could also just do one target table with Gear Vs AN Volt.

It looks to me like the intercooler pump is on pin 92, the WRX ecu has nothing connected to that pin so it wont be able to control it without some modification to your wiring. You could maybe move that wire to the purge solenoid position or connect it to one of the spare auxes on the expansion loom.

For the brake light switch we will need more info about your settings and possibly wiring - can you attach your map and give a description how this switch is connected.. ECU Hold power is normally used to switch the main relay. Connect any aux output to the relay coil, set its function to "ECU Hold power" and its polarity to low. For this to work you will also need an "ignition switch" signal connected to a DI (so the ECU knows when to turn the relay on/off).

Yes, all of this can be done easy and seems like sound logic to me.

Did you try the jumpers in the other position? The note in the help file about these jumpers says they are related to the triggers but that is wrong, they are actually related to the main relay and a/c request, so if they are in the wrong position the ecu wont power up. The WRX/STI notation isnt always correct either - some STI's need the WRX setting etc. This instruction is fixed in the next release of PC Link.

Does the error go away if you put both E-throttle controls into "On - Setup" mode?

You can also change to fuel cut instead of ignition cut.

I suspect there will be some application or script avaiable the can wake/suspend the PC based on USB activity. I would probably try asking on one of the "Car PC" forums, as it is probably something they need to work with often.

I just tested this on a simulator this morning. There does seem to be a bug that effects the displayed actual and effective PW during overrun fuel cut. My actual goes close to zero but not exactly zero. My effective holds on to what ever value was last used when overrun is activated. The good news is the overrun fuel cut does work as expected - injection is competely cut when overrun is active. Can you expand on this some more - no one here at Link remembers any hardware issues in G4+ V1.4?

Your trigger pattern looks like it matches our "Swift ZCS32" trigger mode, please give this a try.

I would certainly suggest a main relay. When you factor in Injectors, coils, 2 x Lambdas and all the auxiliaries that need to switch on and off with the ignition key, it would be some fairly serious ignition switch to take all that load with out a relay.

Preferably you will have it connected at the ECU only but it is not going to stop a signal getting through for now. You will want to fix it before driving/tuning but it should be fine to get it running. This is normal and expected. My first suggestion is take a look at the runtimes (F12) while cranking. Trig 1 & 2 signal should both turn green and say "yes". This will tell us if any signal is reaching the ecu.

Post a map and log: https://www.youtube.com/watch?v=_P1LRANeO4A

I think you might have the wrong ECU stream selected in the AIM software. Usually the "CAN Bus Base" is the one you want to use. The think the "G4" one that you have chosen is the old serial stream.

Please attach a triggerscope. Maybe do one at idle and one at about 5000rpm. https://1drv.ms/v/s!AiYbYlZQuRHPjDFrIzKsEb37jN39

Unfortunately there is no easier option unless you find some already built device. The fastest DI's on your ECU are 500Hz.

Not many of the settings in your pclr made sense so attached below is your map modified with some more typical starting settings. Note you can test the idle valve just by setting the aux output to "Test pwm" mode and you should here the valve clicking (engine off). You will then follow the procedure below starting from step 4: Current Engine Map 2017.09.14 new Idle settings.pclr

You are free to use DI2 if you dont want VVT on exhaust. It is not needed for triggering. Be aware though that the plugin DI's are limited to 500Hz, this will be too low for many turbo speed sensors. You will need to find one that has a large divider built in to it. I know some work since I have seen logs with realistic turbo speed in them but I dont know what brand they were.

I hid your similar post that was in the G2/G3 section just to keep things tidy. So as per Integrale8V suggestion, you have it basically opposite to what it should be. One side should be connected to the ECU Aux, the other side to a switched 12V source.

Yes the cam looks like it matches the Subaru V1-6 pattern.

Those settings above look like they are intended for some type of basic closed loop system. We dont have such a function in our firmware. I suspect you might be able to get reasonable results using a GP PWM table with Bat V on one axis and Eng RPM on the other. The "inverted output" would be used to tell the output whether 100% in the table means "100% on" or "100% off" - you dont get the choice with a GP PWM table so you would just need to get your numbers the right way around. Our aux outputs have a 1.5Kohm pullup builtin to the ecu so I suspect you wont need that. You've seen these things right?: http://www.ebay.com/itm/222318261582

Sorry I somehow missed your previous post with the Log and Map. So looking at these I can confirm it is very unlikely a throttle body problem - just about all errors (and the reason the E-throttle is being shut down) is due to the pedal position sensor. AP tracking error. I think this is because you have your AP Sub 100% setting set to 50%. It should be set to 100% for your linear pedal Your two TP sensors dont follow each other well either so they need to be calibrated, but they arent bad enough to cause the safety shutdown in this log.