mapper

Thats my post ;-) 

The pins/GP Logic functions/Timers, etc all look to be configurable by name in the Software,
yet there's a hidden requirement to press 'Enter' to update any respective field.

Clicking 'off' an updated field gives the impression it has been updated, but the item title doesn't update until the 'Enter' key is pressed within the pane itself..
 
Similarly the User Interface settings for 'Snap Grid (px)', etc are configurable,
but the only way to save changes is to press the 'Enter' key manually after the change - despite a software prompt showing a "Settings have been saved to disk" message irrespective of whether the changes have been saved or not.

Navigating 'off' any of these fields after user changes should be enough to update them in the software - the 'Enter' key press isn't intuitive.

Thanks

The idea is to use multiple PDMs (if needed) so that you can have your power distribution where it's used. Ie one in the front for fans, water pump etc, one in the back for fuel pumps, active aero etc. Also total current is usually the limit on most PDMs, so even with more (unused) outputs, you might need a second PDM. 

Here's a FB screenshot that I thought was a good explanation.
  

Password protection is absolutely required for many different reasons.  There are plans to allow more granular protection of some features in future but it is complicated and not being worked on at present.
In some regions the tuner has to certify compliance with emissions laws as part of the tune.  Some engine builders that give guaranteed engine life lock the tune so that the safeties cant be removed.  In some regions the consumers are very "sue happy" if something fails so the tuner may lock the tune to protect himself from any changes that could cause failure.    Sometimes the tuner just isnt happy with the customers level of competence.  I have for example had one of my customers at the race track wipe the whole tune out trying to get the car to start when he forgot to turn the fuel pump switch on.   Sometimes the tuner may have significant IP invested in the tune that he doesnt want shared.  It may be OEM CAN bus work or for example he may have developed a charge temp table for that specific engine over several months.   Security/valet mode/different driver levels etc. Scrutineering/single model series.

I agree with this....
So the ability to import/export whole sections of the "tree", like Gear Shift Control, Lambda Control, etc

On second look yes it looks like you've hit knock at 5000rpm and ~10psi of positive pressure in the manifold. Unrelated but when you do go back to the tuner I would recommend looking into using one of the normalised knock modes which looks for sudden changes in noise rather than looking at absolute levels, means it works consistently over a wider range of operating conditions.

We don't currently have knock audio streamed from the ECU to PCLink but it is on the todo list at some point. A fairly common method is to bolt another knock sensor to the engine and connect an amplifier and headphones too it. An example is the Link Knock Block https://dealers.linkecu.com/G4PlusKnockBlock

Technically possible and kind of already done with CAN Lambda detection and setup, has been mentioned before and is in the list of things to look at doing at some point in the future but no real time frame on it.

A big help would be if we are able to export and import different things.
For example:
- Math blocks
- Sensor setups
- GP RPM Limits
etc.

I like to add another point. I'm really missing a delta function where you have two cursors to see the difference between two points.
Once GPS mapping is possible a distance mode for the X-axis will be needed, too. 

Good Morning, 
I think, is interesting to limit the maximun retard applied because sometimes...with the retard ignition table, + CUT OFF, `+ iGNITION trim ETC ETC, you can reach...30-35º---40ºC if you have a mistake configurating the map...
 

I still think it would be useful to be able to know that the mixture map is being applied with the ST corr. and the LT corr. accounted for.  I'd happily just use the LTT map if there was a way to apply it's learned values directly to the ve table of my choice. Like a copy and paste special mulitply by percent as well as if it was possible to use one or two LTT tables to get the axis values to match the VE table in question directly.

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
 
 

It would be nice to be able to bound the max and min duty for idle control (3 wire pwm in particular) to vary either by some amount above and below the base position, or by a coolant or possibly other axis variable.  It sometimes has been a bit of a hassle to get the idle, return to idle, startup, etc. all to work as smooth as I would like (granted most of the cars I'm using these on are 30 +/- years old now), and it just seems like this would aid in dialing this in a little quicker.  

Normal
G4X has a different accel mode. 
 

Disagree, Link already has a whole bench of different wire in ECU's, like no other manufacturer. Price diff is not that biig between Furry and Thunder to add another one. 
2x DBW and only 1x Lambda does not make sense in most applications. 
Thats my oppinion.

Disagree, Link already has a whole bench of different wire in ECU's, like no other manufacturer. Price diff is not that biig between Furry and Thunder to add another one. 
2x DBW and only 1x Lambda does not make sense in most applications. 
Thats my oppinion.

This is what I was thinking this whole thread also...  

just download Motec Dash Manager and open it > Communication setup > add Expander Input, Expander output, Expander Diagnostic channel streams. > once added click on Edit. This will show all CAN settings. 

Other suggestion:
Set all 0 cells to 25
Set Output activation to: 
ECT> 70 deg AND IAT >60deg
OR Virtual AUX X = ON
Virtual AUX X
ECT >80 deg and IAT >50 deg
OR ECT > 90 deg
This should do the job just fine. I can not think of a situation where you have IAT> 60deg and ECT< 70deg. 
Btw don't see how the fan has any effect on IAT....
 
 

Here is a table setup that will give you the same result as above but with no interpolation:

I would no necessarly agree that pwm frequency has no inlfuence. Especially at such high frequency i'ts likely the current is not a nice square wave any more. If you zoom in with a oscilloscope the tace is looking more like a sinus curve (eges rounded). Means total energy in the coil of DBW Motor( area under the curve) is less., especially at low Duty Cycles.
This behavior can be seen already with 50hz+ on a Hella PWM Relay. 

I'm not sure if it's just me, but I find the help menu pinout diagrams being named using a different convention than the models that are sold somewhat confusing at times when I'm trying to find information for applications I may not be as familiar with.  If an ECU is sold as a ST205 unit - if I go to the pinout diagrams I happen to know this is MR2Link V2-3.  An ST205 is the chassis code of a 94-99 Celica 3SGTE powered and AWD (also known as a GT-Four).  The MR2 with the same engine and wiring pinout would be the SW20 from 1994-1999 (outside of the US).  If I wasn't as familiar with 3SGTE applications as I am, I might find this confusing. 
On Subarus I am much less familiar: if I have a customer with a WRX107X unit - I'm not sure at first glance if I should be looking at a WRX 04 and 07 diagram, or WRX (7-9) unit.  Similarly WRX6X unit, and the WRX2X. 
Even a sentence once you click on a pinout diagram listing the exact plug-in model sold that the diagram applies to would potentially be useful, if not a complete model list of the original vehicles that share a particular pinout.  

If you are using modelled mode then you can just set fuel system type to "FP Sensor" and that will take care of differential pressure automatically.
If you are using traditional then yes, you can use a 4D table.  Set it to "Always on".  An example of a differential pressure correction for 3bar base pressure would look like below.
The correction factor to calculate what to put in the cells is Sqrt(base press/actual diff press).    

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
 
 

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