Vaughan

I found some information for it here: https://www.turbosmart.com/wp-content/uploads/instructions/TS-0305-1001_datasheet/062106325592.html based on a quick look at it you would need to transmit on CAN ID 272 (0x110) at 100Hz. Assuming you are using the ECU boost control function you would put "WGate DC" in Byte 0/1 as a 16bit number with a multi of 10, div of 1 and offset of 0. Assuming only one EGate leave bytes 2&3 empty. I haven't read the manual enough to know what pass through is but at a guess it looks like the area targets are a linearised against area where the pass through targets are based on % of valve lift so most likely leave these empty. with the 2nd CAN ID (0x111) I would say don't transmit this one.

I'm not familiar with this motor, do you have any information on what pattern the trigger disks have and what type of sensors they use?

It will not read as a speed if you wire it to an analog input. The speed signal is received as a frequency with a higher speed being a higher frequency. The actual analog voltage does not matter as long as it is going above the hardware based 'high' voltage and below the hardware based 'low' voltage. The circuits people commonly add between an inductive wheel speed sensor and an ECU frequency input are used because they allow the ECU to still see speed when the wheel is spinning slow enough that the ECU hardware based 'high' voltage is not met but if you don't need to read speeds this low you do not need extra hardware.

G5 Voodoo Pro is the only ECU in the range at the moment that supports direct injectors, pair this with an appropriate driver box to get the high voltages and peak and hold control (The Link DI Driver box is currently under testing). In terms of controlling a diesel engine it can be done with the current software but it isn't setup in the ideal way for a diesel as of yet. You would only have one table for injection timing control, the fuel equation is based around adding enough fuel to keep up with the air rather than keeping the mixture within lean afr targets and there is currently no setup for multiple partial injections like some modern diesels use. We do have plans to support diesel properly in the future but haven't started writing the software for that yet. Personally I've only gotten as far as making a Toyota 1KZ run (mechanical injectors with electrically controlled pump).

Can you attach a picture of which pins you broke? If they're on the ECU you can send it back and have servicing repair it.

Good to hear it is running properly now. Where is the ECU mounted relative to the engine? I'm not really expecting to have issues due to EMF on factory coils but worth checking. Does it only disconnect while running or while engine is off as well? With the Wifi are you trying AP or Client mode or both? Does it show a connection fail message at the top of PCLink when it disconnects and if so what is it? Also can you attach a copy of your latest tune if possible please. Have sent you a slightly newer PCLink and firmware to see if that helps with the connection issues.

If you've already got the ECU wired up then do a trigger scope and attach it here. Googling suggests the crank is a reluctor and I would hesitantly guess 60-2 but would definitely expect it to be a multi/missing. Cam sensors are probably hall effect and most likely needs to be set as cam pulse window but I would need to see a scope of cams at rest and info on how far they swing or scope of at rest and full movement to determine the window location and length.

Analog wideband signals can be quite susceptible to electrical noise and ground offsets as they have quite a large operational range of values and require high accuracy when compared to something like a temperature sensor.

Traditional does this too when Load Source is set to MAP. If using charge temp (always on in modelled, can be turned on or off in traditional) then don't use the IAT trim or warmup enrichment.

You're going to need to clear your fault codes and take a log in which the error occurs as the attached log doesn't show it failing. Setting the PID Setup to E-Throttle 1 will help by showing what your PID is doing. Setting your Fault delay longer will make it take longer to fault but this is possibly just hiding the issue.

It's a frequency input which are received through the Digital Input pins. Inductive wheel speed sensors also don't output a sine wave, they output a series of gentle rises with sharp drops through 0V.

You'll need a controller for the wideband and most modern controllers use the LSU4.9 sensor. Try and get a wideband controller with a CAN connection if possible as this is much more reliable and has a higher resolution than using a 0-5V analog signal which are often affected by ground offsets and electrical noise.

Note that Closed Loop Lambda Trim value isn't accounted for in the Mixture Map so you will either need to turn off CLL to use Mixture map properly or use a mathblock to calculate what your lambda would have been if without the CLL trim and then use that math block value as the 'lambda' input into the mixture map. You could also turn on the Closed Loop Lambda long term trim table which will slowly fill itself out based on what CLL is doing in each cell.

Storm, Xtreme, Fury can all do 12cyl wasted spark and either group or semi-sequential injection. For 12cyl with sequential injection it would have to be the G5 Voodoo Pro which will do 12cyl sequential injection and direct spark. In terms of PWM fan control the standard fan control setup in Links is switched but you can use a GP PWM which would allow you to setup desired PWM duty cycle on a 3d table.

The PSIG means Gauge pressure in psi which is absolute minus barometric If you are seeing a negative value with the car off you will need to look at what your absolute and Barometric values are to make sure they are set up right, a drifting calibration can be indicative of a failing sensor

No need to keep the factory NB O2 sensors

Enter negative values.

You should be able to use an xy plot to get most of what you want plotting wise

The Hz value in the top right corner of PCLink is related to communication speed with the ECU, a lower value will mean less values/resolution in your PC Log but won't affect the ECU log

Probably a good idea to attach an updated copy of your tune too please. If you leave the cam angle test set to "inlet bank 1" do you get stable values in the cam angle runtimes? Yes aux outputs controlling VVT should be wired to the low side of the solenoids and should be set to active low. In terms of sluggishness have you checked your timing calibration again now that it is running? I see it is set to a nice round 270deg but confirmation that that is correct with a timing light while it is running would be a very sensible move. Note I'm going to be out of the office in about an hour and won't be back until Monday. @Adamw should be able to help with all of this tune setup stuff but you will need to send him a link to your drive with the files in it.

This may be due to the lack of peak & hold driver on that output as discussed way back or something else. Yes there should be no issues with running it just on port (staging table set to 100% and 0rpm and 0pw staged lockout values)

So the VVT cams are all reading angles now? Port injection uses Fuel -> Fuel Setup -> Fuel Main -> Fuel System Type setting to determine what fuel pressure value to use to correct the port injectors, DI injectors use the "DI Fuel Pressure" runtime value for pressure correction, this is all built in. Because you have set your Fuel System Type to MAP referenced it will assume the Base Fuel Pressure (379kPa as specified in your tune) is the differential port injector fuel pressure at atmospheric manifold pressure and at all other manifold pressures. If you have a returnless low pressure system with a constant pressure (not MAP referenced) then you will need to change that setting to Returnless. Yes you can run just the port injectors and the DI Rail Pressure value doesn't affect them or their calibration. Note your current basemap shows 1300cc/min at 300kPa for the port injectors (Secondary) and 750cc/min at 379kPa for the DI injectors (Primary). This makes me think you've entered your injector data the wrong way around as your rated pressure for the primaries matches your specified low pressure system pressure.

Your log doesn't show a cam test happening, which of the above steps did you follow.

My suggestions would be: Set Inlet retard Tooth Tolerance to -5deg Set Exhaust Advance Tooth Tolerance to 5deg, both of those suggestions just to give it some wiggle room. set your VVT RPM Lockout to 0 and your ECT Lockout to 0degC for the moment so that no lockouts are applied. From here you can set cam angle test to individual cams to see if they show up with proper consistent angles in the Cam Angle runtimes (can see these runtimes in the Runtime Values window (R/F12) VVT page). You can also set Cam Angle Test to Calibrate and watch it step through all 4 cams to see whether it manages to calibrate them or not. Once the cams are calibrated some more suggested settings changes are: Select the correct PWM Output for each cam PWM Frequency of 1kHz seems rather high, do you know what frequency the factory engine controller uses? Control algorithms for the bank 2 cams can be set to the respective bank 1 cams to avoid having to update the PID values separately on each bank. Base Duty of 86 is very high, normally this is closer to 40-50%.

In terms of figuring out if it does the equation twice (once per bank) or if it does it once and then does closed loop corrections if you can see ignition numbers per bank or per cylinder then maybe find a way to let more air into one bank's manifold than the other (crack one throttle more) and see if each bank's ignition timing follows the same value form the ignition table or if each bank has significantly different ignition numbers implying that they are being pulled from different parts of the ignition table. Basically need an imbalance to see how it deals with it. In terms of CAN integration we will most likely need to source a car locally in Christchurch NZ or Auckland NZ and spend a significant amount of time decoding the CAN for it.