Vaughan

There is a "Fault Code Count" runtime that shows the number of faults, there is a "Fault Codes" status which steps through all the fault codes and the CE Light status (only exists as the selected output's status) that shows the current status of the CE Light. The fault codes are all listed in the help manual and there is a link to them in the "Help" drop down in PCLink.

That trigger scope doesn't show any data, did you click capture while it was cranking and then kept cranking it until it showed up?

one map run twice so each bank has its fuel and timing calculated for it or the same fuel and timing applied to both?

If you set the connection port to your ECU's COM port then it will just connect directly to that. On the contrary connecting to the first ECU it finds would cause all manner of issues if it was not the one you were intending to connect to. The only extra step is to double click on your ECU the first time you connect to it after opening PCLink. just checked and mine is doing the same, we did change some build numbering stuff recently so it most likely hasn't made its way through all the places the build number is stored.

correct If most of what the keypads are doing is PDM based and you need them to work when the ECU is off then either set one up in each PDM or both in one PDM.

"Each ADIO has a software configurable 4k7 pull-up to 5V" so if you need a pullup to something other than 5V or a different value than 4.7kOhm then yes you would need an external pull-up resistor.

Not at the moment. It would mostly be an exercise in replicating the factory CAN bus to an appropriate level such that the transmission, dash cluster and DSC to work correctly. Quick look at pictures on google doesn't show anything particularly special other than that the dual plenums with no noticeable balancing between them (maybe there is some connection where the rib in the center is) could cause issues with tuning where the two halves of the engine could be seeing different loads and might require separate boost control PID loops. The whole separated manifolds for each bank thing is a massive ball-ache when it comes to deciding how much to separate the two, do you run two distinct MAP sensors and do all the fuel and ignition calculations twice and which MAP value do you use for other logic such as engine protection and how do you apply cuts if one half of the engine is behaving but the other half isn't etc.

I would recommend having the ECU, injectors and Lambdas on the same high power output as the Coils. The Lambdas could have trouble heating on the low power channel and it's generally best to have the ECU on the same supply as coils and injectors for deadtime and dwell purposes. Note also the low power outputs will soft limit while in over current situations before the trip time is reached and this can cause weird issues when powering the ECU. With the keypad make sure you only have one device listening to it and that device telling the others what the buttons states are as this prevents race conditions and prevents clashing button LED messages. For the hazards you would most likely want the front PDM telling the rear PDM the hazard output status rather than the keypad button status so that they flash in time with each other.

The new G5 PCLinks support connecting over Wifi and so when you click connect it brings up all available ECUs in a window so that you can select which one you want to connect to. Once you have selected one you can disconnect and reconnect as often as you want while that PCLink is open without having to search again as long as it doesn't fail a connection. If you don't want to see the search window you can select the COM Port directly in the Connection tab of the options window. For reference it always used to search for all ECUs but would just try and connect to the first one it found.

You absolutely can, that being said @adamw will probably have more practical feedback around some of the setting choices as he has more experience with actual applications.

How exactly have you wired all of it? Also note that Aux 1 & 2 in your basemap are working in the opposite direction, change their active state settings to low if you want them to ground the output when active.

I do not sorry but it is currently being tested.

Probably best to hit up tech support then as it may have a hardware issue, only other thing to check would be to update to the latest firmware to see if it is a software thing that has changed since

If you unplug the APS and TPS does it still fault?

why is the 5v connected to the water and intake temp sensors, 2 wire temperature sensors typically use an An Temp pin and a signal ground.

I am unsure, is just what I read from the code.

60-2 crank is perfect for using a generic trigger setup but would need to see a trigger scope along side the cams in both rest and full movement positions to confirm what settings to use, most likely just a cam window.

yes, 4.5V will edit that

Don't currently have a date for the DI boxes although we do have several under test. Only other DI boxes we have used inhouse are the OE GT86 ones.

What ECU and what have you got connected to the 5V output? if you clear the fault does it come back next time you cycle the key?

52kPa at 0.5V and 676kPa at 4.5V

There is no factory CAN bus on that vehicle so have you wired up a device over CAN? Are you sure you have the CAN H and L wires the right way around?

There is a chance water has gotten into the sensor and it is going bad. Keep an eye on it for now, you can also measure voltage of the sensor with the hose removed and do some maths (or change it from MAP to a GP Pressure) to see what the value is without the offset.

I fixed this one yesterday, there is a bug where selecting a simple button or table button in the CAN Keypad button selection window without having first selected an input for that simple button/table crashes it. Fix will be available in the next release, current work around is to select the button's CAN DI input first before selecting it in the CAN Keypad Button's window. Let me know if that doesn't fix it for you

G4X won't help as it doesn't have hardcoded multis and offsets like G4+ and older do. I've attached an image of how the Test calculator in G4+ works. In terms of determining which data is where in the CAN stream you could do things like force the temps and map into fault and then change their fault values one at a time to figure out where they are in the message. G4+ Test calculator does also specify the number of bits the value is in the ECU which probably directly translates into the G4 CAN stream as well (i.e. Ign Angle will be 2 bytes)