Vaughan

Something you can do to get around the basemap problem if you are reasonably confident with wiring is use your ac clutch output to trigger fan relay but this will require knowing how your vehicle is wired and you will need to be careful with the wiring to make sure you don't have two things trying to control the same fan in opposite direcions. A lot of factory cars (a good example being the na mx5) have a fan or fans wired up to turn on when the AC Clutch is turned on (ac clutch signal activates a relay which powers the fan).

Something like this, in the process of adding more detail to the help manual. There is a more compact version in the help manual of the current release.

The "CAN is not supported by firmware version .." error is because at that point you didn't have a basemap open and hadn't connected to an ECU.

error 8 & 9 area debug thing which show if a value has been set higher or lower than it's expected range, update to the latest firmware and clear fault codes. (They no longer cause a fault code in the newest release) That error window is because you can't calibrate a sensor that is too far out, if the sensor is more than 5kpa different from BAP then it is considered to be either faulty or set to the wrong calibration.

Example of how this could be done on a G4X using Aux 1 as the tacho output, anv 1 as the oil pressure and DI1 as the switch Tacho as gauge.pclx

has condensation gotten into the map sensor through the vacuum piping?

The G4+ has configurable table axis's modelled fuel etc but the G4X is faster, more precise, more configurable and has considerably more ongoing support in the form of new features and updates as well. With regards to the dual vs single wideband I'm running two widebands on my NA 3.5L v6 and I've seen differences in fuelling between the banks of up to 11%.

does the ECU show an engine speed when cranking?

There is some hardware in the ecu that pulls pin 27 low when pin 56 goes high, doesn't require any setup in the ECU. Pin 38 and Pin 1 (Fuel pump) are both controlled by AUX 8, when you turn on the fuel pump the O2 sensor heater relay is also turned on.

with regards to faulty tachs the mr2 ones are known for dying and can commonly be fixed by replacing the electrolytic capacitors

I'm using a G4X so my setup will be a little different but I am seeing it move between 15 and 7 degrees when at operating temperature with a target of 15 and allowable range from -5 to 30. A few of the Link sample maps have it set up so those might be worth having a quick look through too

aux virtual value1 = ON and then in the next line down enter the number of the virtual aux you want

A log of the hunting idle might help show any issues. I found Ignition idle control as well as idle position control (I'm using open loop) was required on my cammed v6 to hold it stable

TPS 5v supply should be just fine for connecting to the triggers

you need to set AN Volt 8 to Lambda 1 and then either select the correct calibration or set one up

Is this the global knock level you are seeing up at 1600? The global level can go up to just over 65500 but each individual knock level can only go up to 1275. The maximum value that can be entered in the knock target table is 1000.

Was that power, ground and aux 1 set to test pwm all connected to it?

Interesting that you are using the factory cable, as my factory Stagea cable isn't long enough to reach when using a greddy style manifold. I suspect the lean patch is due to the overrun fuel cut. I've just noticed that the overrun fuel cut doesn't seem to show up under the percentage FCut runtime and if your throttle is dropping to 0% that cut will be being applied. It really does look like the throttle plate is being physically shut. Does it happen only under hard load?

should do

In general you can with multi tooth and multi tooth missing trigger patterns but subaru v1-6 has a very weird trigger pattern with uneven spacing and repeating patterns, from looking at the trigger pattern for the crank it has 2 teeth close to each other then 1 a bit further away then a big gap then it repeats that pattern. This means that over an engine cycle you have the same pattern four times meaning you can't be sure which of the four possible positions you are in. The cam teeth for subar v1-6 have a group of 3 teeth, a big gap, 1 tooth by itself, big gap, 2 teeth, big gap, 1 tooth, big gap then repeats. The v7-9cam has 4 evenly spaced teeth, this means that when you combine this and v1-6 you know when you are at top dead centre but you don't know which cylinder is at top dead as there is no distinct thing to tell the ECU which cylinder it is up to. With generic trigger patterns you have evenly spaced teeth and often a gap. this gap can tell the ecu what angle the crank is at and then it can use a pulse from the cam to tell it which half of the engine cycle it is in and so this kind of pattern can have things moved around and different cam teeth patterns. From looking at your trigger scope it looks like you have the normal subaru v1-6 crank pattern and have 3 teeth and a gap all evenly spaced on the cam, this could theoretically work as you pick the 3 teeth on the crank which don't have a cam tooth as your sync point but due to the unevenly spaced teeth this would require a custom trigger pattern to be built into the firmware. If you tried to use a multitooth mode it assumes the teeth are evenly spaced and so will think that the engine is speeding up and slowing down massively between each of those crank teeth making it impossible to be precise about the current location

A DC voltage of 6V makes sense as 12V at 50% duty cycle when averaged is 6v, Have you made sure that only AUX6 (assuming that is the one wired to the tacho) is set to Tacho? your earlier picture suggests that AUX Ign 7 is also set to tacho, if it is then turn it off.

I would recommend having a crank trigger from the same engine as the cam triggers to ensure you're not trying to use a combination of two different triggers.

That grey connector is for idle and full throttle switch (neither is used by the Link), the tps in my stagea has two plugs, one for grey and one for brown. map pressure decreasing means more vacuum, if the engine was dying I would expect pressure to increase as it used less of the air coming in. On my S2 motor there were 3 different air valves, one for idle, one for when ac is turned on (the ac also turns on a fan) and then there was a 3rd one bolted the water pipes on the bottom of the manifold but I haven't figured out what that one did yet. I can't see any cuts being applied in that second log Are you sure there isn't an issue with your throttle cable? Is the engine leaning under load affecting the the throttle position? Unless you're using TPS as your fuel or ign load the tps value shouldn't make a difference to your engine power

What ECU are you using?

So crank sprocket from an 89-93 legacy and cams + gears from an 01-03 legacy? are the cams AVCS ones? The subaru v1-6 is a very specific trigger pattern and I don't think it will work with different cam signals. it also looks like your reluctor sensors are wired backwards