Adamw

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.

You're correct in that it mostly looks like it is due to accel enrichment being continuously applied because of a noisy TP signal. It might be the TP sensor that is faulty - but since your MAP signal is also quite noisy I'm more suspicious something must be injecting noise into your sensor ground or 5V. The 5V supply in the ECU shows steady in the log. Can you try disconnecting the lambda (power wires) and see if TP settles down? Otherwise I would be looking for a bad ground or something... Also turn off IAT correction - in modelled mode this shouldnt be needed.

Yes sorry that is probably poor terminology on my part. By map I meant "Tune", "config", "calibration", or whatever you want to call it. A file with a .pclr extension.

I dont think we could support this combo. 1st problem: We presently dont have any ECU with proper auto trans strategies, you can often get them to work reasonably with the GP functions we have available but it could soak up many hours of testing. You would need a very good understanding of how the trans works and what signals and strategies it needs. 2nd problem: Much of the dashboard, air con and other functions in the car talk to each other using Toyotas "BEAN" network. Only our Altezza plugin has a BEAN controller onboard and it is not configurable. It is unknown whether the Alteeza BEAN messages match the IS200 so it would be a gamble. The Altezza plugin could run a 2J, but doesnot have enough spare I/O to do anything for the trans.

They are DTM 3 pin.

https://www.youtube.com/watch?v=_P1LRANeO4A

It would typically not be essential on these types of coils where the ground is connected directly to the head or block.

740KPa is 107Psi and 518KPa is about 75Psi, so that suggests it is reading correctly now?

Can you give us a photo of the disc inside the distributor and connector.

If you post a log and map we will take a look.