Adamw

The example given in the help screenshot above says "-10%". So to clarify, if you put 10 in the 4D table it will increase your injected fuel volume by 10%. If you put -10 in the 4D table it will reduce your injected fuel volume by 10%.

From what I can see,the vnet adapter #230-VM EFIVIPEC is the old serial only adapter. This is not CAN. The VNet adapter you need if you want to communicate over CAN is 230-VM EFIUCAN. So because you are using serial you cannot have PC Link connected at the same time, you will have to disconnect the dash when you want to tune or disconnect the laptop when you want the dash to work. You will need to set up the Link data stream like below and it should work.

Hi Mack85n, I'm sorry to hear you are having dramas with your dealer. We dont impose any restrictions on who they can sell this type of product to as far as I know. I suggest you try another dealer. What country are you in?

So was it the trigger? Did you fix it just by increasing arming voltage?

I just had some spare time to look at this request a bit closer today. It appears basic Subaru DCCD functionality like some other ECU's offer should be mostly doable with the functions we already have available. I dont know how well it compares to the OEM control strategy however. Diff control is simple PWM. From what I can gather from a couple of "competitor brand" maps, the vast majority of the duty cycle control comes from a basic 3D table which is Speed Vs TPS. On top of this main 3D table there are a couple of other conditions (probably only applicable to rally cars) to unlock the diff during handbrake slides and during left foot braking (we already have conditions available for GP PWM outputs but there are other thresholds needed for these rally conditions so we would need to involve a couple of virtual aux's to duplicate these well). The only bit that I dont have enough information about (or possibly I just dont understand the logic well) is it appears during braking an extra 2D map comes in to play. Again i think we could duplicate this reasonably using virtual auxs to switch to a different table. Neither of the maps I have appear to use any G or yaw sensor, steering or other driver inputs. The DCCD-Pro seems to do things a little different to above and information on it is sparse. I think when/if we add 4D Aux tables that will allow us to do it a bit nicer. The main hurdle I see is you are going to need about 5 years of track tuning to get all these tables dialed in...

Thanks for confirming. So that should work fine. Wire it to an analog input, set the AN function to "cruise control switches". You then need to set the voltage threshold for the different buttons in the section shown below.

Yes, if whilst on the configuration tab in our PCLink software, you click on that setting that I have highlighted in the screenshot above, in the help file visible on the right window it will explain the 4 different modes you can use. One of those modes is a switch/DI.

Hi Nizmogod. I assume you mean the "group n" style where the throttle is locked open and you control idle speed via ignition cut. If so, then yes we can do that.

All wiring info is now in PCLink help file. Note the Fury is a G4+, so you want to download the latest PCLink G4+

"GND out" is the sensor ground. I agree that is a confusing name so I might suggest to engineering dept that we change that name to "sensor ground".

Post removed to avoid confusion.

Hi Dave, I usually find missing tooth wheels to be less troublesome. if you go to 12-1, you want the missing tooth to be near either 90°BTDC or 90°ATDC - it doesnt matter which. The position of the cam tooth is not particularly important you just dont want it to occur at the same time as the missing tooth.

I don't know what these CAS look like inside to have a good theory on that - Maybe it is a "hollow" rather than a "bump"? If the OP cant see any reason for it then it will just take some careful setup of the arming thresholds to work around it.

The is a small artifact on your trigger 2 waveform that maybe causing a false reset. Is there some some bump or piece of metal on the trigger wheel that comes close to the sensor when it shouldnt that causes this? You might be able to increase arming voltage to ignore it, or find out what is causing it and fix it.

At idle and very light loads you can tune the injection timing using lambda, in this semi-seq case you would be aiming for lowest combined or averaged lambda. At higher loads it is generally tuned by torque output. With semi-seq I suspect the difference between optimized timing and not optimized will be pretty subtle (~1-2%) so you may have trouble actually noticing anything. Generally with mild overlap engines you will only see noticeable effects from injection timing below about 40% DC so I wouldnt both tuning beyond there.

You can turn on "Dual Map Limit". Set the 2nd MAP limit to be activated by the same virtual Aux you already have set up. If you have a value of 10 in the 5D table it will add 10% to your main table. If you have -10 in the 5D table it will remove 10% from the main fuel table.

What keeps coming back? The fault code or just the CE light?

Hi Serkan, The aux outs do have over current protection so it is unlikely to damage the ECU. As far as I know however, a short circuit wouldnt normally cause a hardware block error so you may potentially still have some other problem. Keep a close eye on it for a while and let us know if any errors re-appear.

I agree, the RB26DETT is quite knock limited, at least on typical pump gas. You cannot expect to get a decent ignition map in this type of engine without audio knock detection so I would be very suspicious of your tune.

The analog inputs that are turned off will not throw errors. If AN temp 3 was disconnected then that would generate a fault code. The fault code will remain (and CE light flash) until that fault code is cleared.

Is there anything shown in the event log? (press E key when live). I only had a very brief look at your log but AN volt 5 is a bit odd, it is a power steering switch but its units display as AFR instead of Volts for some reason. Can you try temporarily turning AN Volt 5 off.

Check out race capture pro and race capture apex: https://www.autosportlabs.com/product-category/race_capture_data_acquisition_telemetry/ they are one of the few reasonably priced telemetry options that will work without a whole lot of messing around. I have used cheap 3G rs232 modems in the past but they are pretty painful to get configured and working.

Yes, pulse width for a semi-seq setup will in theory be the same as a true sequential set up.

I would set it to sequential and wire for a semi-sequential operation: In real life there is usually very little noticeable difference in how an engine will run when comparing semi-sequential to multi-point group mode, but with semi-seq you may be able to achieve a slightly smoother idle and very light load operation. In 360 mode your injector has to fire twice as often so pulse widths are halved and you have twice the dead time per cycle, this becomes an issue mostly only with very large injectors but I still suggest always use 720 mode if you have capable triggering.