Vaughan

I might call upon @Vaughan to reply on this one, he may know more than me. I thought this should be fixed in 6.16.27 and I havent seen it on my car. TGV was only added in a more recent version, make sure you are using the sample map from the newest release (can use the compare function to see changes) as there are some things like the 4D fuel table which is TGV based. Shouldn't be able to get Fault 8 or 9 in the newest release as the code to set it as a fault was removed so please clear it again and see if it comes back (could theoretically show up when loading older base maps as the fault codes are stored in them). just had a look and yup no labels in the release but they are in the newer stuff and so will be in next release sorry

typically I would expect the DI in the middle. It might be easier though to just have the DI and a ground and to turn the pullup in the DI on

You're going to have to explain that a little clearer

if the gauge is outputting 9V to the ECU then that gauge output isn't compatible (signal to ECU has to be with 0-5V). 9V into the analog will read as 5V and so will 1.365 Lambda meaning the calibration and analog input are working correctly but the signal you are feeding into the ECU is not correct. Adam and I were both looking for the voltage value that can be found in the runtime menu (F12) Analog tab next to Analog 5 as that is the voltage that the ECU is reading and passing through the calibration.

Need to know what the voltage of the analog input is showing, a copy of your basemap and short log might help with this

to do the timing on my 2GR we bolted a pointy piece of aluminium onto the timing chain cover behind the crank pulley so we could time it by looking at it from a different angle. This did mean we had to make a different mark on the crank pulley to suit based off of cylinder 4 (was easier to get to than cylinder 1) top dead center.

Sorry I read that wrong, I missed the 1.8 part on the bottom board, yes 1.8 on the bottom board is EThrottle

What does the electric steering you are using require to control it? The G4+ has configurable CAN and can do General purpose PWM outputs

I believe that is a non Ethrottle ECU, use "Mitsubishi EVO 9 G4+ Xtreme Plugin"

It is

Had a look through it and it looks like you are using an old firmware with a new PCLink so the multi fuel option is visible but the firmware doesn't have all the multi fuel settings, please update to the latest firmware.

I'll flick you a private message so you can send me your G4+ and G4X basemap, that blend table shows up when I try it here.

my offset is -356 but that did change between G4+ and G4X, when comparing my offset on a G4X and a +200deg on a G4+ It looks like there is a difference of ~360deg between them. The Trigger 2 on my car is connected to the bank 1 inlet cam (rear bank) Note that this does mean that an offset of 200 should be close for a 2GR when using semi sequential/group Injection and waste spark instead of sequential injection and direct spark

multi fuel blend ratio table shows up when you set Fuel Equation Mode to Modelled - Multi Fuel, I have been converting some G4+ basemaps to G4X but with the G4X being a different product with different software they can't just be directly converted.

does the butterfly move at all when you turn on the car? Is the ECU throwing any fault codes?

2k2 sounds about right for trigger 2 looking at those numbers you're seeing. Have you tried changing your trigger offset by 360deg as you could be sparking at the top of the exhaust stroke instead of the compression stroke. From memory I'm using a 2k2 pullup on all of my cams on my 2gr but that is a G4X setup and so has slightly different hardware.

MGP shows a 0 value for atmospheric, a positive value for boost pressure and a negative value for vacuum. If you want it in psi instead of kPa try pressing the U key. (U key switches between the imperial and metric units set in the option window)

The TP Main voltage will be dropping below the error low voltage (set at 0.5) and so is being set to the error value (set at 1.6) so probably a good idea to reduce your An Volt 3 Error Low value a little to something like 0.2. Can't seem to replicate that AF8 problem on the bench myself, could you take a log of it happening? want to see the state of the ignition switch and AF8

Sensor calibrations can be found under the Technical Terms and Reference part of the help manual. It is typical to leave the short pulse width adder table all 0s if you don't have that specific data for your injectors, if you do add values in later after tuning you may need to correct your fueling a little.

I'm looking at the newest G4+ PCLink so it might have been something that was fixed if you are on an older PCLink

Looks like the NC uses the Mazda 3 trigger pattern which is supported by G4+ and G4X

Aux 4 is Wastegate Solenoid in the earlier evo 4-8 plugins, Ign 6 is Wastegate Solenoid in the later evo4-8 plugins that are ethrottle capable. The help manual has pinouts for both ethrottle and non ethrottle plugins

Is the ECU powered up when the key is switched on or do you have to ground inj8 to power up the ECU? If it is the second then you will need to use a switched power and a diode to power up the ecu when the ignition is turned on once it is powered up and the ignition switch input is active the ECU should pull inj8 to ground. The way the hold power works is when the ECU is powered up and the ignition switch is active the ECU Hold power output is set to active, when the ignition switch becomes inactive an engine kill is applies and the ECU Hold Power stays active for the keep alive time.

Looking at the newest schematic An Volt 5 is on pin 37 (Power Steer switch) and has a pullup on the bottom board connecting it to +5V

Link tuning cables are the same thing so any Link dealer