Adamw

Yes this will still work correctly for semi-sequential. The only difference between your wiring and the example in the help file is the firing order is just shifted 120deg earlier - so effectively they start counting from cyl 4 instead of cyl 1. Something like this: I would expect end of injection timing around 420BTDC would probably work for this wiring. Your rough idle may not be fuel related, injector timing often doesnt make much difference to the way it runs for most engines. Possibly idle ignition control or some other factor?

This is correct. When you are in open loop (with idle ignition control off) then there is no target, so obviously the lockout cant reference target.

AN Temp 2 has a selectable pull-up, is that set to 1K internal?

Can you do 2 further trigger scope captures while cranking, and attach a freshly saved copy of your map.

As already mentioned the log shows the ecu has all signals needed to run the engine and it shows fuel and spark being commanded. All important sensors are working and giving realistic values. It is very very unlikely to receive a DOA ECU, they are all tested for 24hrs at extreme high and low temperatures with all IO monitored before shipping. Especially when everything is working in the log and you have already physically confirmed you have fuel and spark, there is not even a hint that there could be an ecu issue.

It doesnt matter, it should hold pressure for at least an hour after it has primed. Some aftermarket pumps have the check valve removed to increase flow so if you are losing pressure quickly it usually means there is no check valve in the pump. This causes not only cold start issues but also "vapour lock" when hot. You can get inline check valves to fit elsewhere if the pump doesnt have one.

Your logs certainly show a trigger issue, but I dont yet see an obvious cause from the trigger scope. You are using quite old firmware and I remember there was a version around 5.6.6 that had some issues with some trigger modes, so I think the first thing to do is update the ecu to the latest firmware which is 5.6.8. After the firmware update, temporarily set the trigger mode to "Subaru V1-6", do a store, then change the trigger mode back to the original Holden Alloytec II settings, do a store again, then cycle ignition switch off and back on and give it a try. This procedure will re-initialise the trigger code if there is possibly something messed up from the unknown firmware.

It sounds like you potentially have an early G4X which had a USB circuit that seemed to be more sensitive with certain laptops. The USB circuit was later changed which helped in most of the troublesome cases. I would suggest you contact [email protected] with your ecu serial number etc and a note that you are having comms issues and they can advise if it is an early one that needs to be updated. They have an upgraded tuning cable also that may help.

It sounds that way.

You dont have any fuel pressure until about 0.3s after it starts cranking so that wont be helping, this likely means you wont be getting any pre-crank prime or first crank prime. So fitting a check valve will probably help. Or you could zero out pre-crank prime to get rid of the variability of that and instead just rely on crank enrichment. If you fit a check valve then you could change pre-crank prime to start pos for a better result. Your pre-crank prime values will likely need to be about 1/4 of their current values and the first crank prime would typically be more like 50-150%.

Yes the Monsoon can do E-throttle with the RET, the amount of IO is often a limitation however. For E-throttle you need 4 analog inputs (2 x throttle and 2 x pedal) and 3 aux outputs (2 x e-throttle signal and 1 x e-throttle relay/enable), so that burns up a lot of what you have with a monsoon.

It would be pretty unusual for the laptop to cause a firmware update issue unless the USB port is going into power-saving mode or something. There is not much you can do wrong in terms of "order of operations" so im not sure what the issue was. Just reading your original post again I noticed you said "could crank it over, but now will not", does that mean the starter motor wouldnt even crank the engine?

Cam level sync will do that. Setup like below.

That post was 2 years ago when win 11 was fairly new, it is already fully supported with the standard install now.

The trigger scope looks like it should work ok. ECCS sync status is only used for the Nissan 360 trigger so this is normal to remain as NO for other trigger modes. Can you do a short PC log with the engine cranking, and attach a copy of your tune also.

Unplug the sensors and check voltage between the 5V and ground pins in the sensor plug. If that looks ok then get a paperclip or similar and short the 5V pin to the signal pin in the sensor plug, to confirm if the signal is getting back to the ecu.

I dont see a lot wrong in there. There looks like there are a couple of kicks up to about 500RPM like it gave a brief cough? If it has stock injectors you probably just need to increase the master fuel a bit.

AN Volt 8 & 9 are both showing near 0V, common fluid pressure sensors output 0.5V so if they were connected correctly and working you would have near 0.5V showing here. The chances of 2 dead sensors is pretty slim, so likely there is a wiring issue.

That looks ok yes. Now to confirm it is on TDC#1 compression you can look at #1 intake lobe through the oil filler cap, and check its pointing towards the firewall - or if you have the top belt cover off then the pulley marks should be at the top. If you're not on TDC 1 then rotate another 360deg. Then pull the cap off the exhaust cam sensor housing to confirm the small tooth is pointing north-west or about 10:30 o'clock.

Yeah I think it is probably just fuel related settings. With petrol on 2200cc injectors your pulse widths are so small there is a very fine balance between getting enough fuel in to get it to fire or completely flooding it. With wasted spark you had a spark 1 revolution earlier so less chance of "flooding" it. A couple of comments: Your MAP sensor is reading wrong. Fixing this will mess up the rest of your tune however. Pre-crank prime of 40ms is a ton for petrol with a 2200cc injector. 40ms is what my evo has for 550cc injectors so I would drop that to about 10ms. The "first crank enrich" may be excessive, try that around 50%. In regards to your comment about the injector timing - with large injectors like this you have poor atomisation, lots of liquid and less vapour, injecting later when the valve is open and there is the highest airflow in the port often does give an improvement in this scenario - especially as ethanol content increases. So if it does help with starting then I would ignore your tuner and give it what works best. You can add an extra column at 501RPM or whatever so that timing is only later during cranking if you need to. It is also more typical to advance injector timing at higher RPM so not too sure what the tuner is on about here.

Before you go digging through the endless list of most likely irrelevant possibilities, I would always take a step back and think about the fundamentals first - Really all you need to run is compression, fuel, and spark at the right time. And usually those fundamentals dont even need to be close to perfect for there to be at least some signs of life, the fact that you have no signs of life at all suggests one of those fundamentals is missing. Your log shows the ecu is commanding fuel and spark, you have apparently also tried spraying starter fluid with no improvement so that mostly rules out fuel from being the factor that is missing. So spark, spark timing or compression. Your trigger offset is correct for an evo, but I know it is possible to fit both the crank and cam wheels incorrectly on the 4G63, so have you confirmed ignition timing with a timing light while cranking? Have you confirmed there is acceptable compression? Cam timing confirmed? Why is it cranking RPM so slow when batt voltage appears to be ok? Does the engine sound tight/slow when cranking?

Yes, AEM use port 2 for the ecu connection, you are looking at port 1.

If the G4X receives a trigger signal that doesnt match the expected pattern then it cuts all fuel and spark, sets RPM to zero and re-syncs from scratch. Many older ecu's including the gems/omex didnt do any position validation, they would simply keep on sparking based on edge count and not knowing any different - just your timing would be out by at least 1 tooth until it corrected itself at the next sync event.

The backfire at power up was a hardware issue on some of the early G4X ecus, the ignition output could go high very briefly during boot up which was enough for some coils to generate a spark. This can be returned to Link to be updated later when/if you want to. Its not going to stop it from running though.

There are set-up instructions in the help file and a .lcs template in the CAN folder for the AEM X series, just change your ID to 387 instead of the default 384. ID format needs to be set to extended and the lambda divider is 10000