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@Adamw Sorry, the question is not clear. Yes, I want to use the TPS fuel based map on a supercharged engine because I have a camshaft with a lot of overlap and a very long intake manifold (throttle body > supercharged > intercooler piping > intake manifold > engine). So the only setting I have to do is the TPS Y Axys on the fuel chart and the ecu takes care of multiplying the fuel by the manifold pressure? If I need other corrections can I use the 4D fuel map?

@Adamw thanks for the help, yesterday calmly looking at the logs I understood that the error in my configuration was that. I have another question and it concerns fuel table management. This car has a very long intake duct because it has a volumetric compressor, a large air/water exchanger mounted between the throttle body and the engine head. Having already had some setup experience on this car before installing the sequential gearbox with paddleshift, I had noticed that the downshifting blip was very slow with the gear lever because it suffered from a certain lag between throttle opening and engine rev increase at due to the length of the intake duct. The same thing applied to the touch of the accelerator pedal in neutral or in gear, the response always remained slow. In this configuration I used the Map on the Y axis of the fuel table and although I used a lot of acceleration pump, the engine acceleration when the throttle was opened was very slow to respond. Yesterday I did a couple of no load runs using the TPS (Main) fuel chart as the Y axis and the engine responds much faster. Since the engine is supercharged, the ECU will take care of multiplying the fuel required based on the Map even if I use TPS (Main) on the fuel table. The fuel equation system is set to modeled multifuel as I also use blended ethanol.

@Adamw I installed a sequential gearbox with pneumatic paddleshift actuation, after performing the usual basic calibrations I began to verify that upshift and downshift with clutch worked. Unfortunately sometimes (very often), when I'm in neutral, I press the paddle up or down, the gearshift strategy starts but if I look at the command to the actuator it doesn't happen and I do not hear the shift actuator engage. In the gearshift status I can't find anything anomalous. It's something that happens randomly. I have a clutch switch as a safety between neutral and 1st and reverse. I am attaching the log and the calibration, can you understand why sometimes it doesn't work? In the log it practically never worked except for the last change from neutral to 1st DONTSHIFT.llgx 2023_Rev01-Paddleshift_TPSFuel.pclx

@koracing Am I obliged to do all this posted or will the car simply work with the LinkEcu Plugin in parallel turbo configuration?

@Adamw , I have a request from a customer to install a SupraLink - TS2JZX on a Toyota Supra 2JZ No VVTi with manual transmission. Reading on the website page I could see that it is specified: This ECU will support naturally aspirated, parallel twin or single turbo configurations. Does not support sequential control of the stock twin turbos. What do you mean it doesn't support sequential turbo stock control? What modifications will I have to make on the supra oem if I install the turbo management plugin?

@Adamw ,I just installed the LinkEcu G4X PlugIn ECU for Mitsubishi Lancer Evo4-Evo8 on a customer's car. I did the setup by putting an E-Throttle using the channel expansion harness on the G4X PlugIn. I noticed that after my installation, the ACD is in error, 3 green leds on in the OEM dashboard .. Could it depend on my installation with E-Throttle?

@AdamwWill there be any chance in the future that the team will work on a command mode of the DCT without the external HTG ECU like MaxxEcu does?

@Adamw i have a customer interested in a DCT BMW 7 Speed upgrade on a Honda S2000 ! I tried to document myself a bit and I noticed that many use the HTG GCU control unit which controls the gearbox and communicates in Can Bus with the engine control unit. Is it possible to do this with the Link G4X Xtreme? Have you ever dealt with this topic before?

@Adamw, yes, that's exactly what happens. This is a customer car so if it could be solved it would be great! Let me know if there is any news from the firmware team

@Adamw this is a trigger scope done now with injector connector disconnected and a trigger scope with the engine try to start but stall

@Adamw , After several attempts, the car managed to leave. I connected the Timing Light and checked the timing at 0 ° TDC. If i shifting the offset by 360 ° , the engine don't do any backfire or sign of start. From a first analysis, the reason why it cannot start immediately is that in cranking, as soon as the engine starts up once, the starter motor cuts out. Since I am using the engine start function of the Ecu in normal mode, I tried to set it in test mode so as to be able to keep the starter on for longer. In this condition, the engine gives the first sign of ignition as an explosion, the starter motor slows down and after about 2 seconds of the starter motor the engine starts. How can I try to fix this? Take a look at the screenshot and log with cranking and start start.llgx

@Adamw firmware update with the new version but the car don't start or do a exhaust back fire - intake backfire Any suggestion? PC Datalog - 2022-11-9 3;07;50 pm.llgx Rev01a.pclx

@Adamw, I managed to start the car, I performed the calibration with the timing light at 0 ° TDC. I rotated my camshaft phase sensor holder slightly to space the trigger signal cam by 3 teeth to avoid possible interference. The car often starts at the first stroke, with a bit of accelerator having the 4 mechanical barrell bodies, but often does not start giving backfires in the exhaust. I have tried to modify the treshold trigger for the crankshaft sensor, to increase the filtration level or to decrease it but the problem often appears. When it does not start, however, the trigger errors are not present, 1 trigger error at each start attempt. I am attaching Log with the engine running, log with the engine that does not start, calibration and the scope. Do you have any useful ideas to help me?

@Adamw , Camshaft revolution sensor installed in place of the distributor, I am using a Hall effect sensor derived from Honda K20 camshaft. The tone wheel is a simple, single tooth on the intake camshaft I have run the trigger scope and I am attaching it to you. I tried to do the synchronization with the timing light and i find at -298 ° However, the trigger scope of the cam phase sensor seems strange to me, the signal is very long, why?

@Adamw I managed to do a bit of crank to get the trigger scope, I am attaching it to you so you can tell me if everything is ok. Looking at the trigger scope it seems to me that my Rover trigger system is Rover Kseries 1L6 (14,3,13,2), is that right what I saw? As for the cam pulse, if I select trigger 2, I do not see the possibility to select 1xpulse as when I select missing multi-tooth systems. I think this happens because I have selected a decoded trigger system .. how can I then tell the ecu that it will have to look at 1 pulse for cam? TriggerScopeLog.llgx Rev01a.pclx

@Adamw i'm almost done to do the first crank on this engine... I looking into the trigger mode selection and i have some type of rover k-series trigger mode option : - Rover Kseries 1L6 (14,3,13,2) - Rover Kseries 1L6 (4,11,5,12) - Rover Kseries (14,2,13,2) To select the correct one, I need a trigger scope ? I also installed a hall effect camshaft sensor that reads 1 tooth (1 pulse) on the intake camshaft, by selecting a predefined Rover trigger is it possible to associate this cam phase sensor too? I read in the firmware release note 6.20.17: Made Rover K Series Trigger pattern support the addition of a cam sensor. So is it possible to use it?

@Adamw i filled the Gear ratio table with the box ratio but i can't insert the real ratio, for example 0.857 , the table use 0.86 ..there is a software limitaion about this? I do some log on the dyno and it seem work the Gearshift Rpm target Downshift : Upshift :

@Adamw, I need to shed some light on one aspect of the new features in Gearshift. Just yesterday I got to do a tuning on a racing car equipped with an electronic paddleshift gearbox. The electronic paddleshift system has its own control unit that manages the electric actuator on the gearbox. In input to the Link G4X Xtreme I have the signals of the paddles so as to be able to manage the various shifting situations (cut, blip etc). Tuning on the dyno was successful and everything works fine. I just have a doubt about RPM Target Calculation. On this car I don't have a speed sensor so the ECU cannot calculate the Gear Ratio from RPM / Speed. So I selected Gear Ratio mode. It is reported in the instruction manual Gear Ratio Only - Target Engine Speed for the next gear is calculated using the Gear Ratio Table. This calculation based on Engine Speed, current gear, direction of shift and then looking at the difference between the current and next gear ratio. What should I enter in the Gear Ratio Table? The gearbox ratios?

@Adamw I'm tuning a G4X Xtreme with E-Throttle on a very stiff passenger car. When riding on a bumpy road, my foot on the accelerator pedal moves slightly and this triggers an annoying wobble of the engine. Is it possible to filter the APS signal to reduce the initial oscillation so as not to trigger the important oscillation of the motor?

@Adamw , I'm ready to fire for the first time this G4X Xtreme wire in on a SR20 DET Engine Nissan Sunny GTi-R. For triggers, the car have a custom 36-1 trigger wheels on the crank with Cherry Hall Effect sensor and the AEM 24 Tooth Cam Angle Sensor. The sensor on the Cam look at the one pulse as camshaft with a Hall Effect Sensor. I do a trigger scope before connect injector and coil.. can you take a look if is ok? Nissan Sunny Rev01a.pclx TriggerScopeLog.llgx

The ecu is wired to the Oem Brake Switch that turns on and off the brake lights. To be precise, I took the + 12v signal from the wire that goes to the rear stop lights

@Adamw , I performed a G4X Xtreme installation on a Lotus chassis, everything works fine I have no backfeed problems in the auxes. The engine starts and stops then everything runs smoothly.In the ecu I brought the clutch switch signal in DI7 (+ 12V when I press the clutch) and the brake switch signal in DI8 (+12 V when I press the brake). The clutch sensor channel DI7 works properly, it activates when I press the clutch. The channel of the brake sensor DI8, on the other hand, remains always active whether I press or do not press the brake while the brake lights of the car work correctly. I measured the voltage on pin DI8 with a mulimeter and unfortunately I have 3.39 Volts without pressing the brake (but the brake lights are off). If instead of the multimeter I put a light bulb and observe the Runtimes in the digital, the channel passes from active to inactive and if I press the pedal it becomes active and therefore works. The bulb "consumes" the parasitic voltage on the channel. So the "problem" is on the car's original wiring loom. The reason it needs the clutch signal and brake pedal signal is because I want to throttle blip. How can I make sure that my G4X Xtreme considers DI8 valid only if it is higher than 5V so as to have the input channel with the brake sensor working? However, I am attaching the ecu file and a datalog with the engine off.

@Adamw i do a G4X plugIn installation on a Toyota ST205 and i have a issue with engine start at hot . At Cold and mid warm the start is perfect but at Hot the crank is long and don't start. I attach the ecu calibration, the trigger scope at Hot with long crank and the cold where the engine start perfect.

@Adamw i have a customer request for a plugin on a Lancer Evo 8 and E-throttle. The G4X EVO8X EvoLink need the external e-throttle module or it can handle the E-throttle without them?

@Adamw , i think is a firmware bug. I have the same lever force shape on 4 different cars with different gearbox and loadcell (inline and knob cell). This for example is a customer with caterham, 6 speed quaife and load knob cell