Knox

My customer bought the car as it is. So we are thinking complete cl7 engine swap with alternator but we are not 100% sure. 

Car is 2004 jdm market integra dc5 type r. Motor code is K20A but motor is from jdm cl7 accord euro r (Accorda has different ecu normally so I think the alternator is different) also I looked to alternator there is no writing on it. I forgot to have picture but chassis is LA-DC5-220….. I road tuned the car yesterday and owner said when he turns on head lights battery light come on and off after 1-2 seconds. So I increased the minimum clamp to 25. I think he will not have issue again. 

Seems to work as expected for me.  Example below 6613RPM/150.8kph= 43.85 = close enough to 43.83RPM/kph gear ratio calc reported.

 
 

Update your firmware.  The fuel cut/100% DC bug was fixed many years ago (5.6.3).  
There was another more recent bug which could prevent the rev limit working under an odd combination of specific advanced limiter settings, this was fixed in FW 5.6.7 and later.
If using advanced limiter settings, also make sure you have the hard limit turned on (set the hard limit activation say 200RPM higher if you dont want it to interfere during normal limiter bashing), in 5.6.7 and later firmwares the hard limit has been given the highest priority so is a good safety "back stop" that will over-ride all other limiters.

A quick compare of the two shows the differences as trigger pattern and IC Spray setup, the trigger mode would be dependent on the cam trigger as the crank triggers are identical (different pattern of teeth).

You only connect one of the sync sensors to trigger 2, either one is fine but most use the G1 sensor.

Thanks, I make driven wheel speed source to gp speed 1 (like driving wheels) and 3d mode with single axis like Vaughan wrote and works perfect now. 

Thanks, I make driven wheel speed source to gp speed 1 (like driving wheels) and 3d mode with single axis like Vaughan wrote and works perfect now. 

The E-throttle relay is strongly advised, you will lose some of the safety functionality without it.  The Audi TT is originally a E-throttle car so the E-throttle relay is factory fitted, already part of the wiring.

@Knox you don't need to wire the relay like that, however if you don't follow the diagram above then the ecu cannot provide any safety to disable the throttle body should it fail in any way. 
example : if for any reason your driving and the DBW faults and gets stuck in the open position you will have to try and quickly turn the car off... if you wire it correctly as above then the Link will shut down the DBW for you. 
Hope that helps 

This should work according to our data.

Hi,
to put things into an easier perspective, if you use MGP as your axis you will have true Barometric compensation, if you just use MAP the baro comp will not be applied and you may have mixture issues at altitude.
Regards
Dave.

You will get different override settings depending on if your idle valve aux outputs are set up for stepper motor or solenoid valve.  In the case of an evo with a stepper motor the ISC override setting will be the number of steps from full open, so the smaller the number the more air flows (just like the idle base position table).  Note the minimum clamp setting in ISC settings is always active so you may need to set this lower also.

Yes they are identical to the MAC valve.
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