Dashboard back on, Canems wiring issue resolved and ECU mapping tweaked

I have spent what has seemed like weeks resolving all of the wiring issues following its return from Intatrim, it's been a particularly frustrating time as I had all of the instruments fully working prior to it going to trim! Anyway I am now really hoping I do not need to take the dash off again as it is so difficult to do without scratching the paintwork!

I've managed to get the Canems software on a windows laptop therefore I thought it time to fire up the Cobra again and get it up to temperature to see what the software shows. First I gave all of the bolts on the manifolds/j-pipes an extra turn just to ensure all were completely tight, I checked all the plugs then fired it up. After a few attempts I got connectivity to the Canems ECU and then I let the engine get up to temperature. The fan kicked in as expected however when the engine was up to temperature I could see via the software that there was a fare amount of movement showing on Oxygen 1 and 2 however Oxygen 2 seemed to be more or less static at 10 unless I increased the revs, whereas the numbers showing on Oxygen 1 were changing without any additional revs? I touched base with Dave at Canems for advice and he kindly agreed to remote in and check a few things out. Unfortunately whilst I was doing all of this a cable had been touching the manifold and melted a section of the plastic conduit. It was all repairable, and in many respects I was very pleased I had spotted it now rather than out on the open road. The only pain is the lack of access in the engine bay (the AK Gen3 chassis rails make it particularly tight to work around!), however after what seemed like hours I managed to repair the conduit and place some additional protection around the cables before cable tying them all out of the way so it wouldn't happen again. I also had a couple of water leaks and after tracing where these were coming from I tightened the joins on the pipes which I am hoping resolves the matter..

My next task, before speaking with Dave at Canems, was to remove the spark plugs (now they've had a heat cycle) and compare them against one another, they should all look the same.  All of the drivers side were dirty (sooty) whereas the passenger side were completely clean?

I checked various connections making sure I was getting power etc on the N/S. Dave was convinced the nearside was the issue and the plugs on the offside were working extra hard because the nearside plugs were not firing. A brief summary follows of what I checked and did next:- 

Checked all injectors were working (click test performed by connecting a 12v battery to each of the injectors (connected to each side of the pins, one injector at a time). Click heard from all therefore concluded that injectors are fine.

Switched the ignition on and connected a multimeter (positive) to the pink wire on each of the nearside injector looms (one at a time on nearside) and earthed other side to engine block. These were all fine and reading 12volts.

Run a spare wire from the pink wire on the nearside coils to the multimeter (bleep test) and the other side to fuse five (15a) on the Canems fusebox(this powers both the coils and injectors on the nearside). No continuity bleep heard therefore suspected problem is the pink wire running to the coils (N/S). 

After further discussions with Dave he came up with a solution which was to use the pink feed from one of the injectors to power the nearside coils. After completing the rewiring, taking the pink (live) feed from one of the injectors and splicing in to it for the nearside coils I started to get a spark. this was a big relief. I put everything back as it should be and started the engine. It sounded a lot better and idled well. 

The next day Dave remoted in to the Canems software and checked various settings. Dave felt all was looking good and was fairly certain, as much as he could whilst working remotely, that it should pass the emissions test at IVA, he did however suggest I get this checked at a local garage prior to the IVA test. The one advisory Dave gave me was to check the fuel pressure as the 'Oxygen FB' was appearing to be a little out at 83%, If I understood correctly this should be closer to 100% or above. Dave did say this could be impacted by the cold weather however he suggested I get a fuel pressure gauge and test it on the front of the fuel rail, there is a Schrader valve on this rail where you will be able to read the PSI, which ideally should read around 58PSI (5PSI either way is fine).

All of this was rather a relief and a big step forward from where I was at the beginning of the week, just need to get to the bottom of the fuel pressure..

Below are a couple of photos showing the end results after Dave had tweaked with the settings on the ECU.