Vaughan

yes, idle ignition control in the Idle Speed control folder, note it does have a smaller range of control than a solenoid so you will still need to make sure your air bleed is set appropriately. For setting the trigger offset you need to make sure that while the set base timing window is open the ignition angle on the engine as shown with a timing light matches the value in the top box in the set base timing window. Trigger offsets vary from engine to engine and so always require checking with a timing light.

G4+ doesn't have CAN Aux's but that screenshot is the format that PDM is expecting to receive data in and so you make the same format in custom CAN but insert your own runtimes which can be virtual Aux's for switched things or, like in my example above, a different runtime like FP Speed % in place of the duty cycle value so that you can control the Fuel Pump Speed from the ECU. Your current ECU setup looks perfect for sending Virtual Aux 1, 2 and 3 statuses.

Looking at that log I can't see any trigger issues, just idle issues where it slows down until it stalls, no trigger errors counted until after it has stalled, no sudden drops to 0 of engine speed. You've got no idle control setup at all, you could turn on ignition idle control that might help but you should also consider adjusting whatever air bypass setup that you have. Your lambda is also very rich when you are off throttle. Also your Lambda protection stuff (GP RPM Limit 1) is causing you issues where it cuts out completely on some off throttle areas.

I can't open your pdm file at the moment but I have attached an image below of the CAN stream the ECU needs to transmit. Note you can pick and choose which variable you transmit like for fuel pump speed you could transmit the FP Speed % runtime in the place of the "CAN Aux Duty Cycle". You can also send values like frequency and status as constants where you use any runtime with a multi of 0 and offset of the constant value that you want. Note Virtual Aux's are only good for active/inactive Statuses which is why CAN Aux's were added to G4X as they contain a status, duty and a frequency. I'll attach an image below of sending FP speed with the output set to always active and the frequency set to 500Hz.

It depends on your trigger scope, the clash issue above is that the falling edge on both Trigger 1 and trigger 2 occurs at the same time making it hard to determine which side of the Trig 1 edge that the Trig 2 edge occurs, in this case if it is sometimes detected as one side and other times detected as the other side then it will be seeing an angle that is out by 30deg which will cause no end of issues. The way around this is to choose the appropriate pair of edges such that the Trigger 2 edge is in between the Trigger 1 edges and so is always seen as being in the same spot. If Trigger 1 has one edge that is noticeably sharper than the other then you would want to use that trigger 1 edge so that the trigger is more consistent, Trigger 2 matters less as it is only being used for sync and not for actual angle.

Most engines want about 400btdc injector timing, if you adjust your injector timing back and forth and you find the measured air fuel ratio gets richer for the same amount of injected fuel then you are getting more complete combustion and so it is a more ideal injection timing.

I would start by increasing the wastegate duty in the table as adjusting the mechanical system will affect all of the values in both of your boost tables whereas adjusting the setting in the ECU can be easily reversed and is much quicker to do.

Yup, exactly that. That's not something I have any experience with, @Adamw might know though

the actuator preload will affect your minimum pressure (like the wastegate spring rate will) where a higher preload or stiffer spring will hold the gate shut for longer. In terms of the spike and reduce the high point is because of the increase in wgate duty and the drop of will probably be the gate being pushed open more by the higher exhaust pressure by the wastegate

I don't know a whole lot about the older 7m motors, do you have an ECU pinout for it and are there any particular electronic components on the engine or car that you're concerned about interfacing with?

Correct the Monsoon does not have an 8V Output, Header pinouts are availabale in the quick start guide and the PCLink help manual. There are very few situations in which an 8V supply is required, most vehicles use 5V and 12V. If you need 8V you could wire in a voltage converter with suitable specs. The software between the Monsoon and the old V44 is different with the Monsoon having much more configurability within the software. There are some differences in pinout between the two as well so you would have to work within those differences.

Your trigger 1 arming voltages are too high and so it is missing teeth, maybe copy the ones form the V11 sample map (0.3v at 500rpm)

Try pulling that terminating resistor, how far is each device from the Tee? I assume by work you mean you see readings from Lambda and correct values on gauge when just one connected but when both are connected the gauge values stop updating?

Find an ECU pinout for the ST215 and then compare it to the Altezza plugin pinout in the Link help manual to find what pins will need to be moved. Or use a wire in ECU.

Yes in G4+ you could assign the runtime directly which could cause issues with multiple things writing to it, in G5 there are dedicated CAN runtimes that can then be assigned to the specific runtime in the ECU. This also means you can do wheel speed correction in the ECU instead of being stuck with what you receive over CAN or playing games with CAN multi/divs.

Pump Cam Lobe centerline angle is in degrees after top dead center, this is the angle of the highest point on the cam lobe. Is the position you have in your software the angle immediately before it starts pumping i.e. at the low point on the cam before it starts rising?

Probably best to take some pictures and contact tech support directly.

Is the gauge set to be Lambda ID 1, is it wired to CAN 1, plugin or wire in ECU? Also if you go to the runtime View and across to the CAN tab do you see any errors showing up in the CAN 1 statuses?

Can you take a trigger scope in PCLink and attach a copy of the log file from that here please.

Yes in your picture the Virtual Aux status will be inactive when the CAN An is not 1 (i.e. when it is 0 or 2 etc). This could be used to activate table 2 and then make another one with the value = 2 for table 3 activation.

Try feeding it slightly more wastegate duty in the areas it drops below what you want, wouldn't be surprising if it is trying to push the gate open a bit more up top. If adding more wastegate duty doesn't provide more boost then either the turbo is out of flow or the wastegate needs to be held shut better.

I would say just swap the sensor power to the correct one for that sensor and see if it works in the ECU.

Attach a log and a copy of your basemap please. Also if you have an older log of similar situation but from before it had the issue attach that please.

currently the only way to do this is to convert a CAN Analog into virtual Aux's or similar using GP Outputs or Math blocks. (i.e. output on if CAN Analog value == 1) There is a task in the list to be able to use the CAN Analog directly for all of the 3 table functions but this has not been done yet.

You will need to setup your speed input as one of the 4 wheel speed sensors rather than a GP speed.