Adamw

Yes the RPM filter will smooth out the RPM trace in the log, but it doesnt fix the problem that the ECU is still getting bad position information.

My advice is always start simple and only add complexity if required. For boost target you will likely get away with a single 3D table, boost knob Vs RPM. Changing the throttle target to limit power is fine - but be aware any time you adjust that later you will likely have to retune the boost control system - or at least the base DC table anyhow. Note if Boost source is set to MAP (most common) boost target is absolute pressure (MAP), so if you have a 1bar waste gate spring your minimum target should be 200kpa. There are plans to in the future, but I wouldnt get too excited about them. They add many complications, are more difficult to tune and give poor control compared to pneumatic. The worm drive flapper type are especially difficult and arent reliable at all. They only really make sense in cases such as high power drag engines where you need to do odd boost strategies on launch or where you need a wider range of control than dome pressure control can offer.

In most cases VE will be around 50-60% around the idle region and 100-110% at WOT, peak torque RPM. That would be for traditional fuel equation, not modeled. The only reason for this recommendation is so you have good resolution at low load and dont run out of range at high load.

This is what we just done. The lambda is showing a voltage about 0.3V lower than the ecu is reporting when the engine is running. The ECU is dropping to 7.7V during cranking, so the lambda is probably dropping even further. Error 26 is reported is the lambda voltage drops below 8V. So if you fix whatever is causing the large battery voltage drop during cranking you will likely solve the error 26. Most likely battery/starter/main batt cable/ground. https://www.youtube.com/watch?v=qFJ9LLGSrH4

Yes, I can confirm we got this to work. It was the 2 CAN lambda channels he had set up that was upsetting things. I will attach the steam file later if I remember

If its not being detected in device manager there is a problem. Assuming it is a standard windows laptop, not a mac running parallels or something... Can you open up the case and check the USB cable is connected to the USB socket on the topboard and not one of the CAN sockets on the bottom board. If that looks ok then I would suggest you email [email protected] to get it inspected.

Should be able to handle that. Attach your dash and ecu configs.

Ok, will send you some instructions.

Do you have a ground cable from the batt negative post to the engine block?

I suspect the lambda oscillation may be due to CLL update rate too high. I suggest you turn that and the long term trim off while tuning. Your Lambda 2 cal is also not a straight line so something is set up wrong there. I suggest turning on async injection - set min async PW to 0.5ms. You accel fuel is not working since the cold correct table is all zeros. Populate that with all 1.0 for now and start with numbers about 3 right across your accel sense table. If lambda is still unstable when inj PW is stable with those changes then the next step would be to fit a fuel pressure sensor, it could potentially be an intermittent misfire on 1 or 2 cylinders also.

Either will work. Realdash takes a bit more to set up, will need CAN wiring, the correct USB CAN adapter, is more difficult to set up, but is quite a bit more flexible, it can do laptiming, music, navigation, etc, as well as for example send button presses to the ecu to activate high boost or whatever.

I dont see any signs of interference when cranking in that log. Probably more likely a volt drop issue or possibly arming threshold. What do you have for an ignitor? Is the battery close to the starter motor or in the boot/trunk? Can you do a triggerscope when cranking.

I have helped a couple of guys with CAN to HTG. The last one I helped with HTG had just recently changed their software around a lot so it didnt match their documentation and the CAN set up was very buggy, im not sure if even HTG could get it to work. If you attach your ecu and GCU configs I will set up some that I can, but be aware you may need some help for HTG.

The RPM looks pretty normal for a cam mounted trigger. This is valve train resonance bouncing the CAS backwards and forwards. Your wideband is not working at all in either log.

G4X can have 10 ID's on each bus. 100 receive or transmit channels max in user streams, preconfigured streams such as "MXS dash" arent counted in the 100 channel limit. In your case most likely the gauge and dash would both use the same stream so only 1 ID needed for those. CAN keypads arent supported directly yet, although it is a feature we will add in the future.

Do you have a G4+ or G4X? This mod was only needed for G4+ which we haven’t made for over a year

E-throttle relay can be done via CAN. In G4+ you assign the function to a virtual aux and send the VA status. In G4X you assign a CAN aux.

The white wire in the trig1/2 shielded cables is ground. You can use either one. Snip the other off or just fold it back on itself and shrink over it.

The "DisplayLink" stream is identical to the "Transmit Generic dash" stream. Notes from the help file:

Assuming thats an i series vipec then yes it is compatable with CAN Lambda. You will need to be running the latest Link G4+ firmware. Connection would be easiest with a CANJST: https://dealers.linkecu.com/ADA_2 and possibly a CANEXT if needed: https://dealers.linkecu.com/ADA_7

Unlikely the problem I think. Please do a PC log of the engine cranking, we will be able to see if there is any interference while cranking with that. Can you give some info about your ECU and car also.

Your cam is not "locked retarded". Your cam teeth are approx 80 degs further retarded than it should physically be able to move. The problem is the cam edges (pink lines), are sitting just about right on top of the sync edge (yellow lines) and move across the sync edge whenever the cam moves a little. If you compare to the known good pattern, the cam edges will never cross the sync edges:

Can you load this map in and do another short log - say 1 minute of running. I have added some custom CAN to help with diagnosis. Lambda test.pclx

The coolant temp gauge will usually have its own dedicated sensor - the ecu sensor will be dedicated to the ECU. The gauge will usually have a single wire sensor and will use a 12V pull-up where as the ecu will have a 2 wire sensor and only uses 5V pull-up.

It is not something I have ever wanted to do, but the maps I see with it are usually done something like below. Ign timing bounces from +30 to -40 either side of target. In G4+ you would use the Idle ign table, in G4X you would turn off idle ign and set up a 4D ign table instead, use a GP output to enable it only under idle conditions. You can put a DI switch on the Y axis to turn the effect on or off (this example turns on/off based on ECT between 40-60°).