Scott

You could use a 4D table with an axis set to differential fuel pressure to change the fueling (adding more fuel for a drop in differential fuel pressure). Scott

Hi Ryan, Probably the first step in resolving this would be to record a PCLog of the problem happening. This way we can look at what the ECU is doing. You can find out how to do this here: https://youtu.be/_P1LRANeO4A There are multiple possible solutions depending on what the ECU is currently doing and if you are using open loop or closed loop control. Scott

Hi, he has been away for a few days, and will be back on Monday. Scott

I'm able to see the photos, very tidy! Well done on getting it running yourself. You're right, the help file is pretty comprehensive. The launch control is reasonably customisable, the main thing is to determine under what conditions it will be active. Scott

Which G4+ ECU do you have? If using one of our 'WRX Version 10' ECUs there are some changes in pinout between the two ECUs. We name one of the ECU '2004 to 2006' and the other ECU '2006 to 2007'. But have found these year guidelines are not always correct depending in geographical location. One way to know which ECU you need for certain is to follow this: There are two different Subaru Impreza WRX V10 ECUs available. These are categorised as 2004-2006 2500cc and 2007 2500cc. This maybe slightly misleading as some 2006 vehicles require a 2007 ECU. It is critical that the correct ECU for the vehicle is installed, failure to install the correct ECU can result in engine component, engine wiring or ECU damage. The correct ECU can be verified by studying the wiring loom. If pins A1, A2 and A3 (see pinout section) contain no wires, then the correct ECU required is the 2007 2500cc version. If these pins contain wires, then the correct ECU is the 2004-2006 2500cc version. In some markets it is also possible to have 2.0L cable driven engine in 2005. If you can confirm which engine and ECU you have we can then give further advice. Scott

Hi Warchild. A narrowband O2 sensor is not able to provide information on what the actual AFR is. All it can do is tell you (and the ECU) is if the mixture is richer than 14.7:1, or leaner than 14.7:1. Scott

Ok cool, give us an update once you have the VANOS rebuilt. Scott

PCLink Help gives an example of using a GP Limit table to control engine RPM based upon oil pressure. Have a read through of this and you'll see how something similar could be setup for fuel pressure. PCLink Help > G4+ ECU Tuning Functions > Engine Protection > GP RPM Limit The example is towards the bottom of the page. Scott

Thanks for the log, I see you had the cam angle test enabled. This could also stop any errors occurring. If you run the system with the CAM Angle Test off and the solenoid disconnected doe the error counter stay at zero? Scott

Hi, yes make sure you are on our latest firmware (currently 5.6.4) as there was a problem with the closed loop lambda. Scott

There are a couple of possibilities here. The first is that the statistics were not cleared after setup, and so some crazy values exist from when the ECU went through testing when manufactured. Another possibility (particularly for engine speed and the RPM Limit) is that you have some sort of trigger error occurring. When the ECU gets a trigger error it does not know the engine position and speed correctly, and can make a miscalculation. If it miscalculates a high RPM value the RPM limit could be triggered momentarily. Scott

If you are getting other data coming through from the ECU ok I don't see how it could be a communication cable problem. There are a couple of ways of diagnosing this: 1. Get hold of a CAN Capture tool and examine the CAN bus data to see if the data is being sent correctly from the ECU. Or 2. Substitute the Aim with another one. Do you know anyone you could borrow an Aim dash from temporarily? Scott

Are you doing a store to the ECU after making the changes to the setup? This can be done by pressing Ctrl + S. Scott

Hi, Do you have the plug-in ECU for the GTR? If yes this would normally have an onboard MAP sensor already. If the engine doesn't have an IAT sensor fitted I would recommend adding one. A wideband O2 sensor and controller would be useful too, particularly if you are going to tune the ECU yourself. Scott

Good spotting. This is a change that was made to the CAN stream file to support the fuel gauge. Scott.

Pin 1 should go to ECU pin C10 (Aux 3) Pin 2 should be +12V from Main relay. This is the same supply as the injectors. Pin 3 should be GND. Check between pins 2 and 3 and see what voltage you have, I would expect +12V. Try this with the solenoid disconnected and connected. Scott

Is this on modelled or traditional fuel mode? If you have no drivability problems and lambda reading is good under all conditions I would probably not bother retuning because of the time and cost involved. ' Scott

Ok, here (quickly) are the steps you would normally take to set up the Knock detection system: Make sure the ignition system is completely tuned.Set the knock gain to a value of 1.Select the correct frequency filter (we have covered this)Monitor the individual cylinder knock levels, adjust the gain until the max reading you get in the levels is approx 500. This is normally somewhere around high rpm and high engine load.Monitor the individual cylinder knock levels and adjust each cylinders gain until the cylinders all read evenly.Fill in each cell of the target table. Set the values to be 10% higher than the values you are seeing on the individual cylinder knock levels. Logging could be a helpful way to do this.Now whenever the knock level of a cylinder exceeds the current value from the knock target table, the ECU will try to retard the ignition timing for that cylinder to reduce the noise (knock) level. You can decide at what rate the ECU will retard the timing, and what the maximum level of retard can be. Benefits to having a quick retard and large maximum retard are engine protection. Benefits to having a slower retard and small maximum retard are the engine does not drop so much power. Lets assume you have ended up with a setup like this: At 50% throttle and 1500 RPM you are normally getting cylinder knock levels of 255, so you set the cell in the Knock Target table to 280. One day you lend the car to someone and they put a lower octane fuel into the tank. This causes the engine to knock lightly and produce cylinder knock levels of 320. The ECU sees this and retards the ignition timing until all affected cylinders (probably all of them) have a noise level less than 280 or until the Ign Retard Limit is reached. Regardless of the cause of the higher cylinder knock levels the ECU will retard the timing in an attempt to reduce the levels to be below the level specified in the Knock Target Table. One good way to view this is by logging on the Timeplot. Display each cylinders level and then then Knock target (threshold). This will allow you to easily see when a cylinder jumps up over the allowable level. Scott

On the Altezza a separate air conditioning controller takes care of the AC pressure and AC Evaporator temp, so these values can be disregarded. I will ask Simon to come on and share any additional ideas he may have. Scott.

The bottom PCB (the bigger board) should have a version number printed on it. Select the base-map to match the version you have. Changes that I can see are to do with the Air Conditioning switch inputs and also some additional engine fan outputs. Scott

Hi Nigel, To be honest I don't think the engineering team will modify the DisplayLink firmware as it is now some years old. Another solution (that I've already done most the work for) is to make the 'Generic Dash' stream file adjustable by users. A month or so ago I did this for one of our dealers, but have not heard back yet if I created the file correctly. Here is an instructional video I made. You can follow this, and go to frame 7 and change the divider for Lambda 1 and Lambda 2 to '10'. https://vdoubleyou-scott.tinytake.com/sf/MTA0MzIzNV80MjM4MTcw Attached is the file you will need. I would appreciate it if you can let me know if this works. If it doesn't I can try and make some changes. Scott Generic Dash stream file.lcs

Hi Pavlo, This is a good suggestions and one the engineering team have actually already implemented. Keep an eye out for the next major firmware release. Scott

Thanks for the files, you are correct, I can't see the oil and fuel pressure parameters in your log file, I think this is because it is an ECU log file and not a PCLog file. Looking at the values coming off the AN Volt channels in the log I can not see any problems. The only difference I'm noticing in the dash setup file is that the 'High Scale' in your file is 40, where-as on the default Link LCC setup it looks to be 4. I'm not quite sure how (or even if) this changes anything. It could be worth trying to set this value to 4, or something between 4 and 40. Scott

You are probably correct. If you disconnect the solenoids does the 'Error: extra pulses' still occur? Scott

If you look at the CAN tab of the runtime values window are you getting any errors? You can open the Runtime values window by pressing the F12 key. Here are some other things you can try: Try doing a 'Factory restore' on the ECU. ECU Controls > Restore to Factory SettingsUpgrade to our latest firmware (V5.6.4). Be sure to read the release notes and makes changes if required.Load our default Altezza base-map into the ECU and see if the BEAN works. Be careful with this as our base-map is not tuned to your engine. Monitor AFR and run the engine as little as possible.Scott