Vaughan

Traditional does this too when Load Source is set to MAP.
If using charge temp (always on in modelled, can be turned on or off in traditional) then don't use the IAT trim or warmup enrichment.

Hello @Adamw and @Vaughan the truck is running great. I had a bunch of stuff to sort on the VVT side but all went well. 
We are out here testing and the biggest frustration we have is this connection issue.... It is really getting to us right now. We are having to cycle key, pull battery power, and pull the usb cord and reconnect. The WIFI will not even connect and gives the same error. Very frustrating. Any updates for this? Car owner upset as we are wasting lots of time with this.

Storm, Xtreme, Fury can all do 12cyl wasted spark and either group or semi-sequential injection. For 12cyl with sequential injection it would have to be the G5 Voodoo Pro which will do 12cyl sequential injection and direct spark.
In terms of PWM fan control the standard fan control setup in Links is switched but you can use a GP PWM which would allow you to setup desired PWM duty cycle on a 3d table.

Yeah I get the narrowband can basically only sense stoich, Just wasn't sure if it was a needed sensor for the Plug-in G4x
 
 
sounds good, ill remove both the NB and the post cat O2 sensor, and only run the CAN wideband

Thanks for such a quick response!

Oh man, do i feel dumb right now. Thanks

The Narrowband sensor is practically useless.
Ditch it, replace it with the Link CAN Lambda module, or if you happen to have another wideband controller that isn't junk, you can utilise this analogue input for it's wideband 0-5v output.

Probably a good idea to attach an updated copy of your tune too please. If you leave the cam angle test set to "inlet bank 1" do you get stable values in the cam angle runtimes?
Yes aux outputs controlling VVT should be wired to the low side of the solenoids and should be set to active low.
In terms of sluggishness have you checked your timing calibration again now that it is running? I see it is set to a nice round 270deg but confirmation that that is correct with a timing light while it is running would be a very sensible move.
Note I'm going to be out of the office in about an hour and won't be back until Monday. @Adamw should be able to help with all of this tune setup stuff but you will need to send him a link to your drive with the files in it.
 

That may not be a bad choice.
Currently the truck is running on the port. Engine has not ran for some time. Seems to have some deposits it picked up over the storage years. I am noticing that the Lambda 2 sensor comes on much sooner than the lambda 2 sensor. Truck seems to be running a bit rough atm. Bank one much richer than bank 2. Not sure if air leaks yet or we need to just blow it out. I will keep you posted. I am going to do the VVT calibration now.

Good morning Gents..... The truck has fired. We changed the sensor and the sensor had a fault. But now it is running. 
I am wondering if there will be a way to update the scope for these sensors in the future? I appreciate all the help. We will get the DI going and I will send @Vaughan some logs as we implement the DI side of things. As we have added a ballast resistor inline for the HPFP. I am sure this will take some adjusting. Trying to head to dyno today.
Will keep you all posted. Will send picture of truck when we finish the SCORE San Felipe 250mile race! CHEERS!!!
The trigger pattern is actually in fact a 60-2 sensor. So I would now assume that these are a lot more similar than we think!

Life uses 291deg atdc from the gap which would be -291 btdc so that suggests you are somewhere in the region of 30deg off in your trigger calibration in the Link, note I'm not sure which end of the gap they use so if they use the other end of the gap that is 18deg away but I assume they are basing it off the tooth after the gap like we do. Unsure how they determine which half of the cycle though so could be ~-291 or ~69
not seeing any pictures
Actually rethinking this now as that 291 atdc seems to be when cam passes but their crank tooth gaps shows the gap to be at tooth 2ish which could imply an offset of maybe 12? Either way I do think your current Link Trigger calibration is incorrect or at least needs better confirming.

Because you are using 3d deadtime tables instead of 2d deadtime tables they are using some of the general purpose tables that can be allocated to different things instead of using the fixed tables only used for specific things. This means that when you turn the fuel mode off it de-allocates these tables and then when you turn it back on it reallocates them, in your case in a different order to how they were initially allocated when you went through turning things on and off, if you don't use the option to reset the tables you will see the values from what the table was previously being used for show up in the new location the table is being used. Given that you are using 3d deadtime tables it might be easier next time to just use the rpm limit with a 100% fuel cut (but no ign hard cut) to cut the fuel while you are cranking.
The function each GP table is allocated to can be seen in the table allocation window down the bottom of the ECU settings menu.
Where have you gotten to with confirming the ignition timing?

CAN instructions are in the gauge manual, https://linkecu.com/documentation/Can Gauge Online Manual.pdf.
G4+ has different multi and offset values than G4X so the extended streams will need a slightly different setup but the generic dash part is all the same.

Might be best to send an email directly to gauge art ([email protected]) as they will be best suited to help with app issues.

I'm not seeing a new trigger scope in that onedrive folder. PCLog while cranking will show if it is trying, good chance it is not seeing a spark when cranking because of a loose connection in that high tension setup that is shaken by the motor or it could be something like battery dropping while cranking, regardless a PCLog will show what it is trying to do. Don't go changing trigger pattern.

Fuel table has some odd holes in it and you're not using bringing in the secondary injectors ever, lambda target table is a bit odd and I'm sure there'll be other things too but nothing specific to it not starting if it was starting on that tune previously to you fixing an inlet air leak.

You can double check timing with a timing light and if you want to avoid flooding it for a test you can turn off fuel and use a little starter fluid to see if it fires up.
Can also do Ignition and injection tests if you want to check the wiring, there is no smoking gun that I can see in the tune or log so it'll be something basic or something silly that was altered when you fixed the intake leak.
I did notice that it's not really drawing any vacuum when cranking as shown by the MAP sensor but I would have to see a log form before the issue to confirm that is a change.

need to see a trigger scope to check what the trigger 2 settings should be.
The maximum advance warning means that the ignition angle that is being requested by the ignition table and all the trims is greater than the Ignition -> Ignition Main-> Ignition Main -> Maximum Advance setting.
you need to upload any logs and basemaps to something like google drive or onedrive and share a link to them.

engine speed is working and it is injecting fuel and firing the coils, no cuts are happening. Is it perhaps flooded?

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.

Beautiful! I will try this first and see what it does. But before I do that. I need the can data back to get this fuel pump running or just let it zing full time until I can get some can data communicating back and forth from the PDM to the G5. This thing should move! 
Did you get a chance to take a look at the cam settings I posted earlier? To see if this makes sense? 

Looking through your tune there are a couple of things I would change.
Injector Duty Cycle Fault Value is set to 90, I would set this to something more like 50% as this is checked on the primary injectors which are the DI injectors which can't inject for as much of the engine cycle as port injectors can. Your Primary injector SPWA table is all set to 0.15ms which seems odd. You don't have any form of wideband input setup, do you have a wideband AFR/lambda sensor connected to this engine? Typically you wouldn't have an IAT fuel trim table and little to no warmup enrichment when using a charge temp table. You don't have any MAP protections setup. I do actually want to see an oscilloscope trace of Trig 1 and Trig 2 signals so that I can check where teh Trig 2 cam pulse window needs to be as it is currently only set to 10deg long which won't be enough for a VVT cam and is set to be right after the gap. Your VVT target table values are all setup as relative to rest position values but you have non zero values for the Inlet Fully Rtd and Exhaust Fully adv positions. I would recommend setting your Inlet Fully Rtd and Exhaust Fully adv positions to 0deg.You do also seem to have quite large tooth tolerances in directions that the cams don't normally swing, where did these values come from?

Yes that is a 60-2 trigger wheel.

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

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.

Ok so after checking them... It seems that the sensors are not really doing anything. I need to check a few more sensors. I am not sure that the factory wiring diagram is even correct. CORRECTION.... 
The sensors are staying at about 3.5 volts and when putting metal to them they drop to zero with pullup resistor off. So seems the sensors are wired incorrectly and I will get this resolved.
 
On another note. Here is the fuel pump table we came up with.

Vaughan, to my knowledge there is a bridge pipe, maybe like 20mm diameter at the back of the stock upper intake manifold to link both banks.