mapper

Just refund this piece of crap

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! 

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. 

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. 

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. 

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. 

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. 

+1

Something I've done recently is add a knock warning to my CE Light, I used a math block to calculate knock level - threshold and put it through a gp output to get an off delay (hold time) and fed it into the CE Light Aux.
So far I've only used it for playing around with setting up my thresholds (so I can see how often it happens and for a clearer picture of when it happens) but I imagine it will be very useful once I've finished setting u the knock too. It has also been very useful for reviewing Knock stuff in PCLink logs as often the knock stuff happens too fast to be caught by PCLink but the knock light status can be used to see when it occurs without needing to actually see the knock level above the threshold.
 

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

Correct, the update rate should be more closely related to mass flow rather than RPM, in the next firmware update you have the ability to enable user configurable 3D table for update rate and gain.  
However, my policy with tuning is usually to only add complication where necessary, in my car even though I have the ability for a 3D table and I have tried it, I find just the 2D table referencing RPM is all I need.  I suspect just a 2D table with something like "Air per Cyl estimated" on the axis would be a good easy option but I havent personally tried any alternatives like that yet.
Edited the first line of this post as the 3D table comment should have only applied to the update rate, I was mistaken about the gain table.

The main purpose of the update rate table is to account for "transport delay", this is the time it takes for the lambda sensor to sense a change in the fuel mixture and reach a stable value.  To test this you can log injector PW or fuel table number and lambda, hold the engine at a constant RPM and apply a step change of say 10% to the whole fuel table, the transport delay is how long it takes after you have changed the fuel table until the measured lambda reaches the new value corresponding to the change in fuel input (~10%).  The more gas that is moving through the exhaust system, then the faster this delay will be.  So you can update at a faster at higher RPM because more gas is moving through the system so the delay to reach and saturate the sensor is shorter.  Your update rate can be close to the transport delay time.
If your update rate is too fast then you have to use much less gain to prevent oscillation.
The gain is basically how "big of a bite" the CLL system will take at correcting the lambda error.  To tune this I just log CLL trim, Lambda error, lambda target & lambda 1 and watch response while making step changes to the whole fuel table (just multiply the whole table by say 10% or -10% as well as smaller and larger changes).  Then play around with gain to achieve the fastest correction possible without significant overshoot/undershoot or oscillation.  Especially the 3 cells at the left hand end of the gain table are the ones that make the biggest difference.  You can do a pretty good job of this just free revving, holding at constant RPM, you dont really need to be on a dyno or anything.
 

Hi all,
I just wanted to congratulate the team at LINK on a truly stunning upgrade to their WEBSITE.
The colours and the layout etc really catch the eye.
Very pleasant to scan through the pages.
The format is very well laid out.
Also not just the WEBSITE, but the company and products in general.
I have been with LINK as a user and dealer since the conception of ViPEC and it has been sure great to be part of and also a witness to the transformation and growth of an already  great product and company to a world leader in the Electronic Fuel Injection Industry.
I have also really enjoyed working with the LINK team over all of these years and hope to continue doing so.
So congratulations LINK and very well done.
Keep going on this fantastic journey.
Regards
Dave Kriedeman
PRO TUNING.

Try it first and let us know if it doesnt work as is.  Typically for a load related idle up you dont want a hold/decay as if the load gets activated again while it is still decaying from the last activation then the offsets accumulate and you end up pushing the idle higher and higher so the closed loop system will get integral wind up trying to pull it back to target.  There is a new feature coming out soon (I think it is in the next release) which adds a delay on and delay off timer to digital inputs and aux outputs, so I suspect that will take care of it turning on/off too often.

Example of how this could be done on a G4X using Aux 1 as the tacho output, anv 1 as the oil pressure and DI1 as the switch
Tacho as gauge.pclx

Would like to have more gp protection rpm limits tables. Not only rpm limit but also warnings under conditions.warning pop up on dash .

Thanks guys for the quick response! 
I have to say the help documentation is some of the best I've ever seen for a bit of control equipment.  Keep it up! 

As per my email to you:
 
It's super easy.
Select the Toyota 1JZ cam control mode, then under "cam angle test", select calibrate.
Go to Inlet Bank 1, select a cam sensor input (trig 2) and a PWM output.
Make sure the engine is above the ect lock out, run the engine up to 4000ish rpm
All of the offsets, teeth etc are filled in automatically for you, you only need to set up your target table.

Hi Good spotting, this will be corrected in a coming release.

Hi Davidv
Actually I used Switch that has ON output is 0 volt and I already set in An Volt to 0 volt also. But when I press ON button, nothing happen.
For more information, I setup the AnV Error Low = 0.00 , High = 5.00, and Error Value = 5.00 V
Thank you very much

Yeah, I was just going to say the same thing...
The PWM Aux out is a low side drive, but it is pulled up to 12V when "off".  Depending on how much current the alternator control circuit needs it will possibly work as is without anything extra.  If that doesnot have enough grunt to drive it then all you will need to do is wire in an extra pull-up resistor.  
Something like this I would expect would be plenty:

Mapper, i have check my log and the cut stay On when the gear detected is 0

VE Corrected = ( Lambda / Lambda Target ) * Fuel Table
For open loop mode. 
VE Corrected = ( ( Lambda / Lambda Target ) * Fuel Table ) * ( (100 + CL Lambda Fuel Corr. ) / 100 ) 
Should be working for closed loop + open loop modes. I will confirm later.

So this afternoon I sat at the simulator and started mucking about with a few ideas.
I wanted to calculate my average speed based on some event, I used a digital input latching on.
In the UK we have average speed camera zones, you get snapped at the start and end and they do a distance over time calculation. Often you'll get slowed down by a Karen in an X5 not paying attention, I've always been curious how much I could safely speed up again to catch back up to 50 mph average over the trip.
You can do this in log analysis with the statistics view, but this is obviously operating at runtime.
So there's a few things here I've done that aren't documented yet, yes they will be.
The first is that maths channels can do reassignment, x = x + 1 etc
The next is that they're evaluated at 1000 Hz
Lastly I know of a few built in functions too.
I figured out two methods, of averaging, the first could be used not only for wheel speed, but for really any parameter, lambda, throttle position, you could use another maths function to find lambda, vvt, boost, etc error then feed that function into this one and have an average of error over some time period.
This one uses this algorithm:
newAverage = oldAverage + (newSample - oldAverage)/sampleNumber

the cnt function is a real good cnt function, it counts 1 per cycle (so 1 per millisecond) while c is greater than or equal to 1, so if you feed it a status which evaluates to 0 OFF and 1 ON, then you're away. If you want to use this for Anti-Lag active we might have to get a bit imaginative about an offset, iirc Anti-Lag OFF = 0, ON = 1, Active = 2...etc
I had to add a +1 to cnt because on the first cycle it's 0 and that's div by 0, plus the first cycle is the 1st sample too.
The 2nd method I came up with was to calculate distance, which of itself is a useful function, then calculate distance/time, again using that good cnt function:

Again using reassignment in the Distance function, multiply speed by 1/100th of a second, of a minute, of a hour to get distance travelled per millisecond (rate is 1kHz), I multipled by status to simply switch it on and off. This gives me km.
distance a over time, divide by the same multi as above gets us back to an average.
You don't need to use 8dp for this, I was just using it while getting my exponents sorted.
My functions agree with each other and track to my expectations, but if you spot an error in my maths then shout out
edit: unfortunately this is all in kph as I started running out of characters to add the mph multiplier, I've spoken with engineering and we'll see if we can get the length increased, 2.77e-7 helped a lot, but still lost a bit to parenthesis too.