mapper

I don't see a point why not using automode. Properly tuned CL Lambda control does easy pass the test (give the cats are okay). I do that all the time. I wrote a thread with CL Lambda settings a while ago if you search the forum. However start with upfate rate of 1-3 and gain table =5

How have you managed the CAN Bus on this car?

I've helped with development of the new knock normalised mode and done lots of Beta testing. The Knock Normalised Mode has the big benefit that it will adapt to increased noise level, when your engine wear over time and consequently produce more background noise. In tradional mode this will lead to false knock detection. In general speaking Knock Normalised mode will adapt to changing background noise levels and should need less adjustment from engine to engine, once you have a good basemap worked out. It also allows better adjustment how much ignition retard is applied, based on knock level detected. It is meant to use all the tables, which are shown in PC LINK in this mode. I would start with a small Knock Target Table. Break points every 1000rpm and on y-axis every 50kpa (boosted engine) should be sufficient. A filled table of 2.0 should be a good to starting point. During transient engine operation the knock levels are going higher. In the tradional mode lockouts for delta rpm and tps where set. In Knock Normalised Mode it is meant to use all the Knock Transient Tables to keep knock control active all the time. The Knock Normalised Levels will increase even more, during transient operation, than in traditional mode. The idea with all the transient threshold tables is to increase temporarly the knock treshold, instead of just deactivating knock control. As a starting point fill the Knock Normalised MAP and RPM Delta Level tables with factor 1.5. The Knock Normalised Delta RPM and RPM threshold defines when the knock multiplicator above is applied. Setting is very dependand how stable your knock engine speed ROC and knock Map Delta channels are. If there are too noisy you can apply more filter to get this channel(s) smoothed. I recommend the following order for setup and tuning. 1. setup function as suggested above 2. adjust knock noise filter (same process as in tradional mode) 3. calibrate knock target table in steady state conditions 4. calibrate all knock transient tables, so knock target is little above knock levels in all knock free transient condions. Notes: - you can calibrate knock input filter also in tradional knock mode. This setting will be the same in both modes. - it is normal behavior that knock normalised levels go higher during transient than in steady state operation - as always when you calibrate knock detection system use knock ears! - Important knock level detected must be logged with internal logger with at least 200hz (better more) to show peak values correct in PC Link

Get sure you don't habe G4+ Software open at the same time!

Use FP if it is connected to intake manifold. If not, it will work too, but VE are not representativ at part throttle. The Manifold pressure which is connected to the intake runner should also work if you apply some filtering in the MAP setup. But i don't know if the sync function still uses the raw (unfiltered) value of the sensor.

You don't need to use a math channel to calculate lambda error. There is already an lambda error channel in the G4X

I think this post should be deleted. It looks like Cbrandenburg is flooding the internet whit senseless shit. If he really has a problem, he should contact his dealer or Link directly.

What your are talking about. The only access to the ECU is over USB cable connection. Means, unless you have connected your laptop over a cable to your ECU, there is no way anyone could access your ECU. If you have spyware on your PC and someone is controlling your machine, thats really not the fault of Link!

Why not using just a simple USB extension cable? I'm doing that for years...

Guys 70% of G4X firmware code has been writen from scratch. So it's not possible to just take over the new features to G4+. It's better when Engineers spent there time into development of the new product. The G4+ is on a very good level, so it is just fine to leave it how it is. As with any tecnical device you have to buy the latest generation unit to get all the new features.

Thats not a nice way how you say that. On every product you buy the updates stops someday and you have to invest in the new generation unit if you want get all the recent features. Besides I'm 100% sure you would have been in the same situation with the other ECU manufacturer. And if your fuel table is properly tuned, there is no need for long term fuel trims. I recommend to use Mixture Map.

Lamda Error CL ( effective correction needed for Fuel map) = (Target Lambda (1- CL Trim%/100) - actual Lambda) *100% For example a rich dip after a lean spike: target Lambda: 1.0 Actual Lambda= 0.85 Actual Trim = +10% (before response of CL for rich dip) Fuel table correction = (1.0* (1-10%/100) -0.85)*100%= 5%

There comes nothung to my mind why it shouldn't work. So yes you can

+1

The gain value is within the range I would expect it. I'm using similary values.

No problem, just set tps lockout to max (110%) and Map lockout to something like 500kpa. I recommend to use link can lambda or internal on Furry and Thunder ECU, because they can dectwct wrong sensor which sets CL lambda to openloop. On analog lambda it could be possible that a wrong sensor leans mixture out.

I tune near each week G4+ and G4X. Yes, I really feel what LINK claims. The faster ECU and asynch injection leads to better throttle response. On the g4+ you allways see a lean spike during fast throttel opening. On the G4X you won't see that. Idle stability is much better, too. And Maths are such a great tool!

Sorry my fault. You have to do it the other way arround. Virtual Aux PWM Aux with condition VA PWM > 50% and turn off delay: 0.2sec But yes we have to wait for VA PWM update

I would try to use an Virtual Aux with on condition Aux pwm > 50% And switch off time of 0.2sec or so This gives you a boolean including hysteresis.

Just had the same situation yesterday, but luckly found it quickly. I also found that cylinder level turned off when i switched between first and second order filter (7 and 14khz). Then i had to switch to another second order filter and back to make it work again. Seams like a strange bug.

The parameters you are looking for are MAP and MGP.

why not using a VA aux to Switch ON and off? You can implement a logic with a Timer, start and reset timer with DI = ON and then VA only turns off if timer X < 15sec.

If i remember right, numbers in Pwm table means: 0 % = 12V 100% = 0 V Means you have to flip your numbers in the table. You should check current requirements, too

I have to check in datalogs if the cut% stays the same even if 0bis detected durung shift. Settings really depend on power level and engine. I don't use 40drg retard on all cars. If 10deg works for your application, leave it. Back to fuel &ign cut. Shifting out of gear will be faster, if ign cimut is appkied instant, rather than waiting for next inj. event.

Sorry I've forgot about this thread. I got similary expierience as Vtrsp1. Even with 15% fuel enrichment, i can not prevent big bangs (and following overboost) in all situation. So the only solution seams to be fuel cut. I'm using 60-85% cut depending on gear an up to 40 deg retard. Adam I was hopping that the cut is faster with the use of ign+fuel cut, but now I've read your explaination, there wouldn't be any difference. That gear 0 is detected between shifts is a bit strange regarding gear dependant settings. As I mentioned above I use different cut leveles based on gear. Now if it is detecting zero for some time, it takes gear 0 cut mid shift. I think there should be abother status integrated "betweeen gears", so gear cut level of the gear shifted out is used for the whole shift process.