Vaughan

Aux 9 and 10 are the pins that physically drive the motor in the throttle body, TPS Main and Sub each need to be an An Volt Looking at old pictures it looks like from the top down I have one of the TPS pins, +5V, the other TPS, signal ground and then Aux 9 & 10. This lines up with the Toyota 3UR-FE pinout as specified in the Help manual.

one pin to switched 12V, the other to an Aux, shouldn't matter which way around. I didn't run shielded wires on mine I'll have to remember to look at mine when I get home, they will be tps main, tps sub, +5V, signal ground, Aux 9, Aux 10 bu not sure which goes to which pin

An Temp 1,2,3 & 4 all have internal pullup resistors, The difference between An Temp 1&2 vs 3&4 is that 1&2 are configurable so they can be 1kOhm, 10kOhm or no pullup So no you don't have to add any external pullup resistors to use An Temp 1,2,3&4 with standard NTC temperature sensors. The pressure sensors will need to be wired to An Volt inputs

full sequential staged is impossible without altering the bottom board, sequential primary with grouped secondary is possible if you swap some pins around (injector 5&6 are wired to fuel pump control stuff), Direct Ignition is possible if you swap some pins around (ignition 3&4 are wired to AC Clutch and an Engine fan output). Doing a wire-in for such a heavily modified setup is much simpler and tidier.

Looking at the notes in the help manual the inj 8 drive has some special hardware on it in the plugin and so can't be used for injection. That being said if you are going to the effort of wiring up an extra 4 injectors and I imagine a whole bunch of sensors I would highly recommend going with one of the wire in ECUs such as the Storm, Xtreme or Fury, you'll save yourself a lot of hassle over trying to add a whole bunch of extra wiring to a plugin unit.

Bit of clarification might be necessary here given that it is a transverse motor, Bank 1 is the rear bank, Bank2 is the front bank, I personally did Trigger 2 to inlet cam bank 1 (rear bank)

If equation load source is set to MAP which it should be in the majority of vehicles then that VE number is based on the manifold pressure. For example if you have 60kPa in the manifold and 100%VE you will get 60kPa worth of air in the cylinder. More than 100% VE will mean physically more air per volume in the cylinder than in the manifold which can occur when intake lengths and resonances are just right.

can you attach a log of it happening

Looking through the help manual for the TT plugin it looks like the wheel speeds are received through CAN Freq 1-4 (as setup under Chassis and Body -> Speed Sources in the sample map) and AC request appears to be a digital input on pin 40. Unsure how the 2003 A4 works though.

Have changed to 0.745 which matches most of the rest of the sample maps, corrected any other sample maps which were also different, will be in the next release

Turn off prop gain so it doesn't try hold an rpm with the ign timing, adjust base pos to open or close the solenoid to see which way it works. turn on the Analog Temperature 2 Pull-up resistor (probably 1 kohm (Internal) option) and then clear your fault codes, the voltage in there is showing almost 0 and it wouldn't surprise me if you had it setup while the sensor was unplugged.

your tune didn't have an IAT sensor setup in it, what sensor is it and I assume you've wired it up to An Temp 2?

so with it in low mode set the Idle Ignition control Prop gain to 0 (just to disable it for this quick test) does increasing the base position table value make the idle speed increase or decrease? (you will have to adjust the cells that it is currently using as indicated by the yellow box)

I only meant copy the idle stuff, that looks like you changed a whole bunch more. Something more like this: 1562229005_5-9tune2 Idle modified.pclx

Have a go at copying the sample map values in then for the idle. poking through a 92 legacy pinout and it looks like they are waste spark where the Impreza is Direct spark, has this been fixed somehow in the loom too? This is actually the only difference I have spotted so far, I think the one I have played with previously was a 2.5 non turbo

Might be worth copying the idle settings from the supplied sample map for the WRXV1-2. From memory the Legacy pinouts are different to the Impreza pinouts, have you done any rewiring to make it work or just plugged it in?

The ECU won't be doing any idle control because it hasn't been told which pins are connected to the idle speed controller as shown in the attached picture. Which plugin ECU is it? WRXV1-2?

That basemap doesn't have an idle solenoid output set. Assuming you do actually have one set I have two thoughts: Idle min clamp is 30% so it won't drop below that Are you sure that the wiring has been setup so that 0% is closed? This can be tested by changing the idle solenoid active state from high to low or vice versa to swap which way is considered open and closed. Unrelated to the above your idle target RPMs should probably be a little bigger than 35-52 RPM, I would expect more like 700-1000RPM and you should also change your RPM Lockout to more like 500 (is currently 1400) because the lockout value is added to the target.

Do you have any pictures of the trigger wheels or diagrams of how the teeth are laid out?

These are the values the help manual recommends for an M52 VDO Throttle, note these are G4+ Values but I imagine they will work reasonably well in a G4X too.

You're logging the CAN Freq values aren't you, you need to be logging the LF, LR, RF and RR Wheel Speed values.

Chassis and Body -> Speed Sources. Set LF Wheel Speed to CAN Freq 1, RF to CAN Freq 2, LR to CAN Freq 3 and RR to CAN Freq 4. A calibration of 0 or 360 will show the wheel speed runtime as the same value as the CAN Freq value, a calibration value of 540 should correct for a reading that's 50% too fast (75kph would become 50kph). As a side note the difference you have is about the difference between kph and mph, what runtime value are you looking at in the logs and what units does it show?

Go to Analog Inputs -> Lambda 1, set Lambda Sensor Control to An Volt 4 and then set the calibration to the appropriate value.

The full pinout for the ST185 Plugin ECU is available in the quickstart guide on the website and in the help manual in the PCLink software