Adamw

What specific model MX5 are we talking about?

Can you check pin 2 on the knock sensor does actually have continuity to ground. The few schematics I can find suggest the original sensor grounded through the threaded body, although pin 2 looks like it should be connected to ground somewhere, it takes some vague path through multiple shields etc so its potentially become disconnected at some stage.

I forgot to mention your overrun fuel cut is very hyper active too, I think that wont be too nice from a drivability point of view. I would usually have the delay at about 1.5-2s.

G2 is a bit before my time, but as a general comment Link has always maintained good backwards compatability - that is you can generally use the lastest software version for a particular generation ecu running any prior firmware. The software first looks at the firmware version when it connects (or when you open a map offline) and only shows settings and functions that apply to the firmware in use. If the inj PW is changing it will likely be one of those I mentioned. The other possibility is a trigger error which could retrigger the crank enrichment.

I think possibly these cells in the fuel table are a bit lean.

The fuel table ratio table isnt zeroed up to 20% in the map you attached above. I would probably just leave it as is unless it was completely unrealistic. So its a two wire sensor, you are using the factory single core for the signal, what is the other pin connected to? And what do you mean by "knock1 pin on my expansion harness"? Is this a flying lead that Link added?

Yes, the +12V and Gnd will do a single lambda ok.

The injector PW calculation is pretty simple in these. Basically Master fuel x MAP x fuel table x warm up enrich + accel fuel + deadtime. I would say the most likely would be a bad connection somewhere, causing a spike on one of those 5 variables, you should be able to log all those.

For the VE values, the main thing I see wrong is the fuel temp is reading 200°C, change the active edge setting on the ethanol sensor DI should correct that - it will mess up your fuel tune a fair bit though. I suspect with 2000cc injectors on pump gas at low loads the injectors will be operating in the very non-linear region so VE numbers will be very wrong in the idle/cruise area, but at WOT they should start to look realistic at ~100%+. I would change fuel system type to FP Sensor as it looks like your fuel press doesnt quite rise 1:1 with boost. Import the charge temp approximation table below as a better starting point, and I would do the initial pump gas tune with multifuel mode off (or zero out both blend tables) so that there is no influence from the multifuel settings/fuel table 2 etc. For the knock it doesnt look like it is working at all. Is this a VR4 ecu? If so, this ecu doesnt have the knock pin connected and will need a wire link added. Evo Charge Temperature Approximation.lte

Correct, that sensor wont work with a conventional steel trigger disc, it is designed for a magnetic target. You will want the equivalent GS100701 which has the bias magnet built inside so it only needs a steel target.

How do you know Aux 9 and Aux 17 are outputting the same polarity though? There is no polarity setting on Aux 9 to compare which is why I said to try aux 17 polarity both ways, I dont know which option duplicates Aux 9 behaviour without wiring up a test setup for myself. This is because the ecu sees the throttle is jammed open when you are commanding it closed so it activates safety mode and shuts off the throttle relay. The return spring is shutting the throttle, not the ecu. In setup mode the safety functionality is disabled so the throttle stays powered up and will stay open if the polarity is reversed.

You should see some drift with RPM when the delay setting is not correct, it is only small, usually <2° and not very obvious with some timing lights that tend to bounce around a little. If you dont see any timing drift when the timing is locked and the engine RPM is varied from say 1000 to 6000RPM, then it must be either close enough to correct setting, or the timing light/timing mark is not good enough to show it clearly.

No, the part number isnt removed or covered to prevent people selling them, the part numbers along with flowrates, dimensions and connector info are publicly available in the bosch data sheets and catalogues. The reason the part number is removed is because bosch have a very strict policy that any modified injector cant be sold as theirs, any modified bosch injector has to have the part number removed.

The fuel press sensor isnt going to prevent the the car turning on or running.

Yes, -25 would reduce injector PW by 25%. That would typically not be recommended however, this means you will have some very lean combustion events at full load/full boost. Most commonly you use 0% fuel trim or sometimes add fuel +10 to +20% can be used to reduce backfire severity.

There is no log in any of those most recent links. The older links on the previous page are still restricted. E-throttle 2 just looks reversed to me, does it not close when you change the aux 17 polarity? The triggerscope log on the previous page shows no trigger signal, are you sure you clicked capture while the engine was cranking and not before?

For the amplitude to change so drastically it can really only be airgap, magnetism, or an external voltage offset. The 2 new wires direct between crank sensor and ecu really rule out a voltage offset. So yeah some sort of residual magnetism is a good thought. I have seen welded wheels or even wheels where mig welding was done nearby generate very distorted waveforms before. I would replace it rather than degauss unless you know the history though, degauss will get rid of most residual flux if the person knows the science well, but it wont fix distortions if they are related to some microstructural change or crack/non-metallic inclusion etc.

If it cant reach boost target with the wastegate at 100%DC then that would suggest a mechanical or plumbing issue. With the gate at 100% the boost should shoot straight past the target until you hit the MAP limiter.

You didnt answer this. Your pic is very hard to see but it very much looks like AN Volt 2 says Active to me and is showing a voltage. You have used up all your attachment allowance, you can share your files using google drive, onedrive etc. Have you connected all 3 sensor wires via the MAF plug?

Bosch dont provide any data at all, there are too many unknown variables. The injector driver circuit, the test fluid, battery voltage and differential pressure all have a big influence on the injector response, there are many other factors that have a smaller influence also. Many injector suppliers are just "parts sellers", they have no idea at all about injector characterisation. The data I provided was generated using a Link driver circuit, real gasoline with closed loop controlled temperature and pressure and closed loop battery voltage control, assuming your injector is actually a 0280158040 (I have some doubts since your part number has been removed), this will be as close to real-life data as you will get.

Your pic is too small to see anything, you would be better to attach your tune and a short log. What do you mean by "dead"? Is PC link showing no voltage on the AN Volt input or is it shorting the 5V output or some other issue?

My guess would be its related to all the new wifi related changes. If the old USB driver worked for you I think you should be able to continue using it, just click cancel when you get the the driver install step.

If boost controls ok in open loop mode but not in closed loop then it would suggest an issue in your settings. Attach a copy of your tune and a log.

The female side is pretty easy to get in most countries, the male however is quite a bit less common. Be aware many of the premade extensions you will find are from innovate so will only have 5 pins connected and wont work with any controller that uses the calibration pin. https://www.efihardware.com/products/2343/Bosch-LSU4.9-Lambda-Sensor-Connector-Male https://www.efihardware.com/products/2219/Bosch-LSU-4.9-Oxy-Sensor-Connector