L0s7 Posted February 24, 2023 Report Share Posted February 24, 2023 So I am pretty at a loss. I had this car running on ID1050x injectors for a while no issues whatsoever, occasionally I would take the car out and play with the fuel map a bit after tweaking some settings. Well I went through and enabled multifuel after getting a content sensor installed, as well as a MAC solenoid for boost control. Immediately after spending time updating all the settings... Where I also adjusted main fuel stoich from 14.3 to 14.08 (E10 California), I set my blend ratio table at 10% ethanol point to 0 interpolation, since it's my base fuel I'm already running on. I got home, stored it on my ECU, and cranked and cranked and cranked. Smelled strongly of gas, loaded an older unchanged file and it started up. Today I went to mess with it some more, created a new fuel column for 250RPM to set fuel at cranking to lower than what it previously was, thinking maybe I fat fingered a setting and overdid it. But still cranked and cranked and cranked. I plugged in my stock ECU and it fired right up. It idled and revved until I got to about 75C ECT, then plugged the link back in. Crank, crank, crank. Adjusted fuel up, down, and around. No change. I'm at a bit of a loss here. Any ideas??? Gen3 3SGTE Using crank gear for timing, distributor sync (G1) for cam signal. I have previously ran it locked at 10deg to adjust the offset, trigger scope is very good. MR2 1050x altered timing ff.pclx MR2 1050x og.pclx Quote Link to comment Share on other sites More sharing options...
L0s7 Posted February 24, 2023 Author Report Share Posted February 24, 2023 Did some more trouble shooting today, I found that the IGT signal to the coil had 11kohm of resistance, which seemed to be the terminal on the harness making iffy contact at the ECU. I cut and recrimped a new terminal and started it up on the stock ECU, let it warm up to operating temp. I then plugged the link back in and it started with some throttle, albeit sounding very wrong. Like multiple cylinders are off. Saw that my lambda was reading almost 2.0 and cranked up fuel around the active cells, not much better. I turned on individual cylinder correction and did -50% (max allowed) on each cylinder to see what the effects were. Cyl1: RPM dropped, etc Cyl2: no RPM change, no MAP change Cyl3: no RPM change, no MAP change cyl4: no RPM change, no MAP change I can only conclude that something is burnt on the Link's ignition or injector drivers? trim log.llgx Quote Link to comment Share on other sites More sharing options...
Adamw Posted February 25, 2023 Report Share Posted February 25, 2023 Your ethanol temp is reading 200°C in the "altered timing FF" map, so change the sensor active edge to rising will likely fix that. You shouldn't have the 4D fuel table enabled, the modelled mode should add the correct amount of fuel. You can test the injector and ign outputs using the injector test and ignition test functions. Do you have COP or a single coil? Your post above reads like you have a single coil but your map is set to direct spark. Quote Link to comment Share on other sites More sharing options...
L0s7 Posted February 25, 2023 Author Report Share Posted February 25, 2023 3 hours ago, Adamw said: Your ethanol temp is reading 200°C in the "altered timing FF" map, so change the sensor active edge to rising will likely fix that. You shouldn't have the 4D fuel table enabled, the modelled mode should add the correct amount of fuel. You can test the injector and ign outputs using the injector test and ignition test functions. Do you have COP or a single coil? Your post above reads like you have a single coil but your map is set to direct spark. OMG. Thank you for saving me from my tunnel vision! I feel ridiculously dumb right now. I kept pouring over the fuel settings over and over, thinking it HAS to be something I flipped in fuel but nothing looked wrong. I never checked ignition- it should be set to distributor. Flipped it back over and voila, it's idling as I type this. That makes perfect sense why 2,3,4 seemed off. I have a box that splits the IGT signal to 4 outputs in sequence to COPs, and the crank trigger is a 12t gear with a VR sensor wired to NE so that I can run crank timing and COP on the stock ECU. I must have carelessly switched it to direct without even thinking. Fixed the edge reading, and shouldn't the 4D table stay off if it has no activation parameter? Quote Link to comment Share on other sites More sharing options...
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