Vaughan

The CAN Lambda doesn't warm up and start sending out a proper Lambda value until after the engine is running. For the gauge it might be best to set it up to show TPS or MAP initially as if Lambda is 0 in the ECU and it is 0 on the gauge you can't be sure that the gauge is working but if you have TPS or MAP showing on the gauge then you can immediately see if it is working.

An Atom or a Monsoon would be very limiting in terms of IO (limited numbers of analog inputs, temperature inputs, digital inputs and auxiliary outputs) and you would need to run waste spark (or distributer based spark if your engine has that) and some form of group or semi-sequential injection as they only have 4 Ignition and 4 Injection drives. A Storm would let you run direct spark and sequential injection and has more inputs and outputs than the smaller ECUs. An Xtreme has more inputs and outputs, the ability to run E-Throttle without an external module and also has a 2nd CAN bus. A Fury has 6 ignition outputs where an Xtreme and Storm have 8 but this isn't an issue for your 6 cyl engine and a Fury has a built in wideband controller so you don't have to purchase and wire in an external one. We do also do a plugin for the non vvti mk4 supra so depending on what loom you are using you could go with a plugin option.

Either the ECU hold power is staying on or the ECU is being backfed through one of the Aux inputs. Can you see the Ignition switch input (DI10) go inactive when you turn the key off? Does the ECU hold power output also go inactive (Ign 8) when the key is turned off?

This shows that your triggers aren't syncing properly. Your trigger 1 settings look a bit odd, can't say I've ever heard of a 61 tooth trigger wheel. Do you have any pictures of the factory trigger wheel or a trigger scope log taken while the engine is cranking? It is much more likely to be a 60 tooth with 2 missing than a 61 tooth with 3 missing.

Apologies for the delay but here is what I have come up with for your pump calibration. Where have you gotten to with getting triggers working? That "Second NEW CRANK" scope from Friday looks like crank sensor is working but wrong crank pattern with how it goes to 0 in a regular pattern as if the number of teeth specified is wrong. EcoBoost 3.5 DI Pump Calibration.lte

Is that with the same setup as that previous trigger scope? I'm not seeing any trigger 1 or trigger state changing so it looks like it's different to that specific trigger scope I mentioned above

It has been brought to my attention that the Trigger state is happy in this scope and that the Trigger 1 not looking right could be because of aliasing/sample rate. Can you take a PC Log of cranking with that wiring/crank sensor setup to see if it gets an rpm signal and to see if the dwell time and inj pw runtimes move around please. will look at this soon If you have access to an actual oscilloscope that would also show if it is just that the ECU trigger scope isn't sampling fast enough

So Pin1 (CKP) to Link Trigger 1 (A8), Pin 3 to 5V and Pin 2 I believe to signal ground. That icon says it is a hall effect sensor. Was this done with the wiring as specified above?

You didn't add any fuel to where it was missing, your bucking issues are because you are lean, tune your fuel table to suit your vvt targets. As a side note lambda over analog is usually not the most accurate so if your lambda controller supports CAN I would highly recommend using CAN instead of analog. I've attached a screenshot showing noise in your lambda signal that lines up with battery voltage.

does the cam have the same pin naming or different? Maybe change trigger 1 mode to reluctor and take a trigger scope?

could it be that the crank sensor is a reluctor sensor with the 3rd pin being the shield? or is the crank sensor a different pinout to the cam sensors? Do you have a wiring diagram for the factory engine setup or a pinout diagram for that specific sensor?

yes the top of the lobe is considered the lobe center in the Link software. yes please, exactly that, feel free to start before the 60deg mark and finish after the tdc as I can just trim the data, and maybe zero the dial gauge at the bottom of the lobe so it is increasing values as you go up the lobe.

Falling edge of the lobe is the wrong edge to measure, you need to measure the rising edge of the lobe. If you measured the falling slope wouldn't the ATDC angles increase as the height from the top of the lobe increased? Might be easiest just to start measuring with it zeroed a wee way before the lobe, measure every 10deg of rotation as you go, list all the heights from that initial zero point and then find the start of the curve from there and then convert to 100% once you had the known full range of heights. The pump cal table can have up to 16 values on the axis but you can decide on which values to use based on the data you have recorded as more data points at the less linear sections is more important than data points at the more linear sections. Your graph also comes out as a straight line which won't match the actual curve of the lobe

I did have a look at it but found it a bit confusing to read, can you put the info into an excel table or something? Are the angles in degrees before top dead or in degrees after top dead, are the lift measurements the drop from the highest point? is it measured on the rising edge of the lobe or the falling edge? Also it looks like you didn't get to 100% is the % the percentage of height from bottom or percentage of height from top?

Have you tried turning off the trigger 1 pullup? Is trigger 1 a hall effect sensor like the cam sensors?

Looks like the problem is that it is going lean because the cam angle is making it flow more air than it does when the cam is in it's rest position. Try adding more fuel at that point in the fuel table.

Yes CAN L is pin 2 on the 5 pin JST connector and is pin 4 on the LTW connector

The 5 pin diagram is the white plug on the board, the 6 pin round plug pinout is for the black LTW style plug pinout. for example this product goes from the 5 pin JST to the 6 pin LTW https://dealers.linkecu.com/CANPCB_2

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