Vaughan

The Imo pin has single wire serial communications on it and we found under our testing with a key start 86 and a push start BRZ that you don't need to do anything on that pin to have the immobiliser light not show up. In terms of utilising the factory immobiliser you would need to decode how that serial communication works. There is no antitheft signal setup in the Link CAN

Your tune shows OBD being off on both CAN buses, you need to go into the CAN Setup window, "Select ISO 15765 on CAN 2", select CAN 2 in the CAN module box, set the bit rate, click Ok, then press F4 to store the change to the ECU.

I've only used the Android app not the apple one sorry, your CAN Bus 2 is being used for the vehicle CAN bus so best course of action is probably to borrow an android phone if the apple version of the app doesn't support the 500kbit/s Link mode.

What devices are on your CAN bus and what bit rate are they each set to talk at? Everything on the bus must run at the same bit rate, the CAN gauge can be set to be 500kbit/s or 1mBit/s when selecting the mode in the mobile app for it, the Link CAN Lambda bit rate can be set in the CAN Devices tab of the CAN Setup window.

G4+ is a bit more awkward than G4X as G4X has CAN based PWM outputs. For G4+ I would say use the fuel pump function and send the fp dc over CAN to the PDU and then use a virtual aux with a gp output that controls which pump is being used so the PDU gets an effort % and a this pump or that pump message over CAN. In terms of determining a failing fuel pump you'll want to have it latch onto the backup pump on failure of the primary which can be done by feeding a gp output's own state back into itself and you might also want to look into detecting a failing pump by watching how much current it draws through the PDU. If you have a manifold pressure referenced fuel reg then you'll want to look at differential fuel pressure not fuel pressure for your failing pressure. As a side note do the pumps need to be PWM'd?

I am around yes

cranking, coils and injectors can most likely be unplugged. you are trying to see why the ECU disconnects when you crank and so you need to see if there is a massive voltage drop on cranking that would turn the ECU off.

Pin 49 is the ECU power, pin 45 is just part of a circuit that turns on the ECCS relay so start with pin 49 power with your ground probe on one of the ECU power grounds.

If the ECU disconnects while cranking then start checking what happens to the voltages to the ECU while cranking. For the gtr plugin the ignition switch signal comes in on pin 45 which when powered grounds pin 16 which triggers the ECCS relay which supplies power to the ECU through pin 49. The ECU Power grounds are on pins 10, 20, 107, 108 & 116.

can you attach a PCLog of an attempted start and a Trigger scope taken while cranking please.

Your stoich, Fuel density and other fuel related settings are using pure gasoline values, stoich for 10% ethanol for example would be 14.13. Have you confirmed the flow rate, deadtime and spwa values for the injectors that you are using with the fuel that you are using on Link hardware? different fuels. like ethanol, have different flow rates in the same injectors. If you do get your injectors tested for flow rate, deadtime and spwa be sure to use a G4X or G5 Link ECU as the hardware controlling the injector in that test as the driver chip used affects the deadtime. The K20 sample map was based on a Japanese model DC5 Type R and so I wouldn't be shocked if your injectors are different.

Based on your earlier basemap I would remove the filtering from trigger 1&2 and set your trigger 2 arming threshold value to 0.3V. Note in that trigger scope the trigger setup is happy and synced, are you seeing spark being triggered now?

If your ECU disconnects when you start cranking you have wiring/power issues you need to sort, start by confirming that the ECU is connected prior to start of cranking and then disconnects during cranking, if so start checking what the battery voltage is doing at the battery and at the ECU noting that the ECU uses an ign sw input to control the ECCS relay which supplies power to the ECU.

That help manual stuff you are quoting is from the G4X/G5 help manual For High pressure Direct injection pumps. I would assume in your particular case you are wanting to do two low pressure fuel pumps for Port injection. If you are wanting to talk to a PDU over CAN then depending on the PDU you could just have the ECU send regular single pump control and then have the PDU do the swap over, what PDU are you using? Are you wanting to regularly swap which pump you are using or just always one and then the other only if the first fails? are you allowed any crossover time if you are changing between pumps occasionally?

yes, runtimes are only updated by the ECU, not by PCLink

CLL uses the Lambda Target value which is affected by what is in the Lambda overlay and so the Lambda overlay table will affect what CLL does.

The LS Standalone ECU is on of our wire-ins which is physically different hardware to the plug-ins, we can change plug-in bottom boards but not the entire ECU.

All devices on the bus need to run at the same bus rate, leave it at 500kbit/s and when setting up the CAN gauge in the mobile app use the 500kBit/s version of the Link mode instead of the standard Link mode.

Open PClink, connect to ECU (F3 or ECU Controls -> Connect or click on the red box in the top right that says Offline), File -> Save as... If you want to play in PCLink without connecting an ECU you can just do File -> Open and select any of the sample tunes that come with PCLink or any that you have downloaded. Assuming the Solo and the Power tune dash are setup to the same CAN Bus Speed (e.g.500kbit/s, 1Mbit/s, etc) and only one of them has a terminating resistor on their CAN bus wiring then they can be wired together and to the ECU. (ECU will also need to be set to the matching bus rate but that is easy to configure, not all devices support different rates). CAN High to CAN High and CAN Low to CAN Low, 120ohm terminating resistor at each end of the bus (ECU has one built in) and no more than 15cm of branching off from the bus. There are pictures and explanations on CAN wiring in the PCLink help manual. You will need to configure the Link with the CAN messages you want it to send and receive. You will need to refer to any documentation you have on the powertune and Solo to find this information. Form memory there is some information on how to talk to a powertune dash in the PCLink help manual.

This is because when you change it to direct ignition it will automatically allocate the extra 2 ignition drives which will overwrite anything else using them. After you have set it to direct spark you need to turn on ignition reallocation, set the values in the table to match your planned wiring and then set the ECU hold power and whatever you have on ign 3 up to what they were again.

With G4X ECUs on the latest firmware (comes with the G5 PCLink install) you can reallocate which ignition and injection drive is used for what so if you can use any of the Ign 5-8 pins on the expansion header as your additional ignition outputs as long as you reallocate them correctly in the Ignition Reallocation table. Example below uses Ignition 1 output for cyl 1 coil, Ignition 2 output for cylinder 2 coil, ignition 5 output for cyl 3 coil and ignition 6 output for cyl 4 coil.

It will most likely be to do with the speed lockout on your idle control. when rolling in neutral above the speed lockout the Idle position will be based on the base position table and offsets but when you stop rolling and drop below the idle speed lockout the closed loop idle will kick in and reduce the idle position to bring the engine speed down. Take a PC Log of it revving high while rolling in neutral and then coming back under control when stopping and attach it and a copy of your tune here.

Do you have a log and a copy of your tune with a point where it should be 30degrees and is not? Is the 30degrees that you are checking based on what the software says or based on a timing light? Lambda reading above 6 while it is running implies that there is an exhaust leak or a miss as that is very lean, what lambda sensor are you using, how is it connected to the ECU and if the lambda controller has a gauge does that show a different reading to the ECU when the ECU is seeing a lambda of 6?

This is highly likely to be your ECU Logging settings with the condition for the logging constantly switching on and off. What do you mean by this

Looking at your log again and there appears to be some big bumps in the amount of fuel going in just before it dies which appear to be coming from the accel fuel putting in an extra 4ms of fuel which is about 5 times what it's putting in to keep it idling so maybe have a look at your tune and log to see why it is adding so much extra fuel in through the accel enrichment at that point in time.