Vaughan

Are you using the same engine loom as you did for the life racing ECU but with different plugs on it? are there any trigger pullups in it external to the ECU? can you pull one of the sensors out and bench test with a power supply, piece of metal and a multimeter to see what voltages it switches between without a pullup? No crank or cam reading teeth but both sitting at ~10V despite one having the pullup on and the other having it off suggests a wiring issue or a sensor issue to me so confirming how the sensors work on the bench will be a good starting point.

So in the PCLog I can see the battery voltage dip when you crank and I can see a small dip of about 1kPa in your MAP value at the same time but no hint of any triggers at all. Same with the trigger scope, it just shows them both sitting up around 10V with some slight noise on them but no teeth visible. Can you get some pictures of the sensors and how they are wired please

If you're referring to the deadtime table then setting it to be a 3D table makes the axes configurable for both the runtime and scale.

Off condition should be set to Off not always On. If all of the logs are the same size then this is to be expected, there is a maximum file size in the memory so when it has filled out one file it starts putting data into the next one.

Going to need a PC Log of a drive in which it does the bucking and a copy of the tune used for that logged drive

Looking in your basemap you will need to turn off the CAN keypad channel in CAN 2 and set the keypad up in one PDM only if the PDMs are switching the ECU on and off. Do you have any pictures of what your cam and crank sensors look like? If you pull one out (leaving the loom plugged in) and move a bit of ferrous metal past it do you see the Trigger signal runtime change? Can you take a PCLog of your next attempted start when you are also getting a trigger scope please.

Definitely double check that they are on different Node ID's

There is a "Fault Code Count" runtime that shows the number of faults, there is a "Fault Codes" status which steps through all the fault codes and the CE Light status (only exists as the selected output's status) that shows the current status of the CE Light. The fault codes are all listed in the help manual and there is a link to them in the "Help" drop down in PCLink.

That trigger scope doesn't show any data, did you click capture while it was cranking and then kept cranking it until it showed up?

one map run twice so each bank has its fuel and timing calculated for it or the same fuel and timing applied to both?

If you set the connection port to your ECU's COM port then it will just connect directly to that. On the contrary connecting to the first ECU it finds would cause all manner of issues if it was not the one you were intending to connect to. The only extra step is to double click on your ECU the first time you connect to it after opening PCLink. just checked and mine is doing the same, we did change some build numbering stuff recently so it most likely hasn't made its way through all the places the build number is stored.

correct If most of what the keypads are doing is PDM based and you need them to work when the ECU is off then either set one up in each PDM or both in one PDM.

"Each ADIO has a software configurable 4k7 pull-up to 5V" so if you need a pullup to something other than 5V or a different value than 4.7kOhm then yes you would need an external pull-up resistor.

Not at the moment. It would mostly be an exercise in replicating the factory CAN bus to an appropriate level such that the transmission, dash cluster and DSC to work correctly. Quick look at pictures on google doesn't show anything particularly special other than that the dual plenums with no noticeable balancing between them (maybe there is some connection where the rib in the center is) could cause issues with tuning where the two halves of the engine could be seeing different loads and might require separate boost control PID loops. The whole separated manifolds for each bank thing is a massive ball-ache when it comes to deciding how much to separate the two, do you run two distinct MAP sensors and do all the fuel and ignition calculations twice and which MAP value do you use for other logic such as engine protection and how do you apply cuts if one half of the engine is behaving but the other half isn't etc.

I would recommend having the ECU, injectors and Lambdas on the same high power output as the Coils. The Lambdas could have trouble heating on the low power channel and it's generally best to have the ECU on the same supply as coils and injectors for deadtime and dwell purposes. Note also the low power outputs will soft limit while in over current situations before the trip time is reached and this can cause weird issues when powering the ECU. With the keypad make sure you only have one device listening to it and that device telling the others what the buttons states are as this prevents race conditions and prevents clashing button LED messages. For the hazards you would most likely want the front PDM telling the rear PDM the hazard output status rather than the keypad button status so that they flash in time with each other.

The new G5 PCLinks support connecting over Wifi and so when you click connect it brings up all available ECUs in a window so that you can select which one you want to connect to. Once you have selected one you can disconnect and reconnect as often as you want while that PCLink is open without having to search again as long as it doesn't fail a connection. If you don't want to see the search window you can select the COM Port directly in the Connection tab of the options window. For reference it always used to search for all ECUs but would just try and connect to the first one it found.

You absolutely can, that being said @adamw will probably have more practical feedback around some of the setting choices as he has more experience with actual applications.

How exactly have you wired all of it? Also note that Aux 1 & 2 in your basemap are working in the opposite direction, change their active state settings to low if you want them to ground the output when active.

I do not sorry but it is currently being tested.

Probably best to hit up tech support then as it may have a hardware issue, only other thing to check would be to update to the latest firmware to see if it is a software thing that has changed since

If you unplug the APS and TPS does it still fault?

why is the 5v connected to the water and intake temp sensors, 2 wire temperature sensors typically use an An Temp pin and a signal ground.

I am unsure, is just what I read from the code.

60-2 crank is perfect for using a generic trigger setup but would need to see a trigger scope along side the cams in both rest and full movement positions to confirm what settings to use, most likely just a cam window.

yes, 4.5V will edit that