Vaughan

Looking through PCLink it looks like it tries to use the last Parameter Config file that was loaded (because you can have multiple and switch between them), if it can't find the last one it will load the "DefaultParameterConfig.rtcr" file in the PCLink directory and then save the loaded copy to the Appdata directory on close of PCLink and then continue to use the Appdata copy until a .rtcr file from a different directory is loaded (or the Appdata copy is deleted). In terms of the original issue it looks like the file was corrupted somehow, if it happens again please attach a copy of the "DefaultParameterConfig.rtcr" file from the Appdata directory.

If it is reading 4-7% after calibration while the engine is not running it is most likely because the throttle is not being controlled at that point (when unpowered the throttle plate typically sits a small distance from fully closed). If it is showing 4-7% while being controlled (should be able to hear a high pitched whine from it) you will need to look at your ethrottle target and PID tuning.

The 2GR Cam triggers usually need pullup resistors to 5V added, from memory I used a 2k2 pullup ressitor to 5V on each of my cam position sensors in my 2GR MR2 with g4X ECU.

The factory speed input into the ECU comes from the dash cluster and is a converted version of the gearbox speed signal (at least that's how it was from factory in my stagea). If you don't have the factory dash cluster anymore you can run the gearbox speed sensor straight into the ECU but it will need a different calibration number (think I was more like 500 from memory) and you will want the pullup off as the gearbox sensor is a 2 wire VR sensor. If you have wired up one of the abs sensors to the ECU this will most likely screw with the 4WD and ABS system as they both use the ABS wheel speed sensors.

Are you able to implement the rolling antilag with the launch control function and the standing start launch control with a GP RPM Limit?

One thing to look at would be that the RB20DET has Injector 4 and 6 the opposite way around to RB25s and 26s. This means that if you are using a plugin ECU these injectors will be firing at weird times, to fix this go to the injector sub loom plug at the front of the intake manifold and swap the pins for injectors 4 and 6 around.

The LTTs have one table per bank and these tables have configurable axes so they can be made to match the Fuel table (with the restriction that GP tables have slightly fewer rows and columns than the fuel table) or they can be made to capture other information (I plan to use them for warmup enrich at some point). If the CLL trim is above a particular threshold the current operating cell of the table is incremented by a small amount and if it the current CLL correction is below a particular threshold the current operating cell of the table is decremented by a small amount. The LTT table values are applied as a trim the whole time and changes remain between power cycles. Currently to update the Fuel table with the LTT values you need to do it manually cell by cell. (The complication here in doing it automatically being the possibility of more than one bank and the possibility of the LTT looking at different runtimes to the Fuel table)

Have found and fixed the bug, new version should be up on the website soon

You would use the LTT instead of the mixture map in this case, the LTT acts in a similar way to the mixture map in that it is an average of conditions in that cell over a long period of time but it is being continuously updated and stored. As a side note one of the possible problems I saw when looking at how to include CLL and CLL LTT values in the mixture map calculations was that as soon as you have two banks you run into issues around which CLL you use and what you would do if the banks have significantly different values to each other.

The PCLink software doesn't really treat the ECUs any differently and I am not having any problems connecting to a G4X Atom with software I downloaded off the website here. Not having any problems loading basemaps either, not being able to load a basemap implies that there is something wrong with your installed copy of PCLink hence my previous suggestions.

Is this still relevant now that Closed Loop Lambda Long Term Trim tables have been added to G4X? (Long term trims should make the CLL tend towards zero overtime) If it is still relevant, how would you want it to take care of Dual bank Lambda, Average them?

Have you tried downloading another copy from the website and installing that? Maybe try installing a new copy from the website in a new folder in the same location

What temperature range are you expecting? How likely are you to be getting -40 degrees C? For something like oil or ECT you could just use the -20 to 130 values.

I believe the cursor colour is the regular crosshairs, looks like the logging crosshair is currently fixed to a particular colour but you can change the gradient colours. Window is found under Options->Colour Theme.

Is it installed in the default location? Does deleting the options2.xml file located in C:\Users\(your username)\AppData\Roaming\PCLink fix it? You might have to uninstall and reinstall it as it looks like something is corrupted somewhere

if it 5.56 between the ECU pins but 11V from chassis to ECU Pins then bad ground, if 5.56 from chassis to ECU pins as well as between then the fuse, relay or power wiring. The main ground for the engine goes from the gearbox to the chassis beside the side gearbox mount That shouldn't be getting hot, a short in the engine loom could cause that though. I have had an mr2 loom fray, break and short out in the past. The ECU power is also used to power the fuel pump, Boost VSV, TVIS VSV, ISC Valve, EGR VSV (if present) and O2 sensor (if it is a 4 wire one). The Check connector +B pin is also supplied by the EFI Main relay.

that sounds like a bad ground, bad relay or blown fuse, I would start with the EFI Main Relay ECU power goes through the EFI Fuse then through the EFI Main relay then straight to the ECU

if you don't have 11V at both of those pins by the red arrow when the key is on and the engine is not running you have wiring issues. Also if you don't have 11V between the pins by the black arrows and the pins by the red arrow while the key is on and the engine is not running you quite possibly have ground issues

The pins by the red arrow are ign switched 12V and the pins by the black arrow are grounds connected to the bottom of the intake manifold (On an early 90s mr2)

The edge function increments on change from less than 1 to greater than (or equal to) 1 and so when used directly with the DI Status a change from the 0 state (Inactive) to the 1 state (active) would increment it. The little bit of maths converts the 0 state (inactive) to a value of 1 and the 1 state (active) to a value of 0 making it increment on an active to inactive instead of an inactive to active state change.

Same goes for Aux 4. Note Aux11-16 are switched only, they can't do PWM.

This counts up on each active to inactive state change. The DI Statuses are: 0 - Inactive 1 - Active 2 - Off (not setup as anything) 3 - Fault (used in the CAN DIs for timeout)

Aux 7 (A11), Injector 5 (A14), Injector 6 (A15), Injector 7 (B2), Injector 8 (A17) should all be available. Are you sure CE Light is on Aux 8 not Injector 8? The 2 factory fans are on Ignition 5 (B24) and Ignition 7 (B25), at a guess you have the intercooler in front of your radiator and so the factory rad fans or larger replacements should do the job for your intercooler? 1 EC Temp + 4 Air temps + EC Pressure + 2 Exhaust Pressure + Fuel Pressure + 4 oil pressure + 4 oil temp is all 4 An Temp channels + another 13 Analog voltage channels which is more than the ECU has before you take into account things like tps, MAP, etc. I would recommend looking into either a CAN expansion device of some form or wiring the sensors you don't need for tuning into an aftermarket dash. If you're not using Cruise Control DI 6 or 7 would be fine for the ethanol sensor. I believe I've seen @Adamw say more than 20 sensors on the 5V supply before.

shift click to open in a new window instead of using currently open window

I don't know the EVOs particularly well but I would hazard a guess that the factory oil pressure sensor is a switch type rather than a pressure output and is connected directly to the dash cluster oil light?