Vaughan

Yeah I agree, not great wording on my part.  What I was trying to cover is if those particular coils only have a single ground pin or multiple.  Probably K20 coils with 3 wires if I were to hazard a guess. 
Some coils have more than a single ground wire - and when they do they are usually connected to circuits that are better to be kept as separate loops.   For instance the common IGN1a, they have 3 isolated grounds - secondary winding ground goes to cyl head, primary winding ground goes to batt neg, logic ground goes to ecu sensor ground.  They would usually work fine all connected to the same point, but will be more tolerant to noise and will be more resistant to false triggers if done separately.
In this case if they are 3 wire coils, I would typically run the ground wire from each coil separately to the ground point, but then all crimped into a single eyelet at the cyl head.

Your oil temp sensor will need a pullup to work on AnVolt 4 (typically 1kohm with one side to the An Volt 4 wire and the other to 5V).
Typically you want both of your WCU Power Grounds (Pins 25 and 34) to go to the same point which would preferably be the engine block ground.
Depending on your tacho type you might need a converter or to do some modification to make it work with the ECU signal (Tachos that are intended to be fed by a coil negative typically need some modification or some form of booster to work from the ECU's Low side PWM drive).
Other than that it all looks good.

Awesome...... Thanks Vaughan
Tim

Current release is 6.19.105, you need to download and install a new PCLink from the website and install the firmware that comes with it.
https://linkecu.com/software-support/pc-link-downloads/

This is what I have on my 2GR (3.5L Naturally  aspirated v6) MR2, I did play around with it quite a bit so unsure how optimal this setup is but it should be a good starting point.

My ECU said, Firmware is V6.18.11, up to date.
But when I looked online, found more updates......
Wow, you guys update a lot..... 
Thanks,
Tim
 
 
 
 

I would treat these "base" maps as nothing more than a basis that will allow you to start the car, get it up to temperature to check for leaks etc, and to drive it on/off a trailer so you can get it to a tuner.
IMO, they really should rename all references to these as "start-up" maps (or something similar)

if your fuel table value is 96% with Open Loop on and lets say a target of 0.9 you would want your value to be 106.67 with Open Loop off (fuel table values can go up to 150 from memory, this just means that your injector effective pulsewidth would be 9.6ms before other corrections like load source and the various trims.
Injector Duty Cycle does not equal fuel table value. Injector Duty Cycle is the percentage of time that the injector is on, not the percentage of 9ms that the injector is on.
Lets say you have a 10ms injector pulse on a 4 stroke engine with sequential injection running at 3000rpm.
One engine cycle in this situation would be:
2 revolutions per cycle *1/ (3000rpm / 60s) = 40ms per cycle.
40ms per cycle with the injector being on for 10ms would be a 25% Duty Cycle.
The same engine with a 10ms injector pulse at 6000rpm would be:
2 revolutions per cycle *1/ (6000rpm / 60s) = 20ms per cycle.
20ms per cycle with the injector being on for 10ms would be a 50% Duty Cycle.
Obviously you can't get more than a 100% Duty Cycle on the injector as 100% Injector Duty Cycle is the injector being open all of the time.
One note on your 26ms pulse, aggressive accel enrichment or high load during cold start can cause much higher than normal injector pulse widths and so much higher Duty cycles.
 

If you tuned the engine with Open Loop Lambda correction ON and it was tuned to match the values in the AFR target table and your injector deadtimes were close enough then yes it would run at approx Lambda 1 everywhere when you turn Open Loop Lambda Off.
It is Open Loop not closed loop so it isn't actually looking at the lambda value coming out of the engine and updating, it is just a blind correction that assumes the fuel table is correctly tuned to match the values in that table (and was tuned to match those values while Open Loop Lambda was on).
 
If you tuned the fuel table with Open Loop Lambda Off turning it On will cause non Lambda 1 areas of the target table to run at a a different AFR than they were tuned for. for example if a particular cell has the value of 0.9 and the fuel table was tuned to achieve 0.9 Lambda while Open Loop correction was off then turning it on will cause that cell to run at 0.81 Lambda (say fuel table value of 50 results in 0.9 and then the open loop correction of * (1/0.9) is applied you would get an output of 55.56 which will result in that richer 0.81 Lambda out).

As above I've been messing with closed loop boose control and noticed when I'd parked up that my boost solenoid was clicking even though it was below map and rpm thresholds.  After messing with a few settings I noticed that changing "voltage compenstion"  from on to off stopped this happening. 

It's not a setting i'm particularly bothered about but I though it best mention it incase other people are experiencing the same problem

https://www.dropbox.com/s/niyi14c4oanv6mi/20210213_140918.mp4?dl=0

I believe it's the latest firmware.  To be honest I didn't even realise voltage compensation had been turned on I've only just turned boost control back on after tuning on the wastegate for a while.  Everything seems to be working fine now so I'm more than happy to leave it turned off

No, I'll see if I can explain that a little better.
Open Loop Lambda Correction on:
    output = Fuel table % * load compensation (typically MAP) * Master Fuel * master fuel trim / lambda target
Open Loop Lambda correction off:
    output = Fuel table % * load compensation (typically MAP) * Master Fuel * master fuel trim
 
and obv there are a bunch of other trims in there as well but these are the main ones.

Thanks for confirming this, I realise that it wouldn't effect how the cylinders react to knock as it would still be reducing timing on the same cylinder as it was detecting the knock.  It just makes sense now how my cylinder gain values seemed reversed to what I expected (as cyl 3 which is closest to the knock sensor so had the lowest gain was showing up as cyl2).

Thanks again

It doesn't actually matter which way around the voltage slope is as it is corrected for in the TPS calibration

will be fixed in the next release.

ok, thanks Vaughan. It's been like that since day one and I've updated at least once with no luck but I'll give it a go

That was it. I had cut the 1 2v source near the ECU. VVT is working now!
VVT.llgx

This does appear to be the case... somewhere in my harness the +12v got split from the vvt solenoids. Thanks for helping with the diagnosis. 

The Fury and Xtreme ECUs both have built in E-Throttle controllers, alternatively the Monsoon and Storm can do E-Throttle with an external E-Throttle box.
I believe we typically recommend the Fury for the JZ engines as it also has the built in wideband controller, 8 injector drives and 6 ignition drives. I have seen people run them with Atoms or Monsoons (I think those examples were cable throttle) using semi sequential injection and waste spark.

He has the "night rider" digital AE86 dash though, where the tacho is a bunch of LED lights.  

Thanks Makes sense about the tables!


Its not as bad a dealing with SAP at least

Thanks gents, it seems I did forget to hit "enter" after making the changes yesterday - re-did the procedure and all is good now! Surprised my motor was running as well as it was, as the trigger cal done by the previous owner was about 8~10* more advanced than it should have been.

Hmmm, I'm pretty sure I did, but I'll try the procedure again later when I'm back to the garage and let you know how it goes

Calibrate function did its magic and VVT works as it should , cam angle follows the VVT table. Thanks to everyone that helped with suggestions and to the great LINK support team.
 

thanks Vaughan and Kris for the ideas, i think now have a simpler way to make it work while keeping most all the IC spray functions.
i checked the logs from the 2 events i have had with the ECU in and as the 2 events were 2 extremes, one at 25 deg day the other at 40 deg, there is a very constant increase in between AIT,Oil and ECT. So i can flatten the input with the mathblock somewhat by adding the 3 values together in the mathblock and using that output to increase the duty cycle. This way if one of the values from anything increase out of the ordinary i still get the benefit of increased spray of the overall hotter conditions.