mapper

Agreed ! Also, individual Lambda closed loop control would be nice too. Pretty much sure the new microcontroler is capable now.

As a feature request can we have the option on which Lambda sensor is used for CLL. 
As example I'm using 5 lambda sensors. One in the turbo dump pipe and 4 in the turbo manifold using a CAN module. The software uses a average for CLL but would be nice to use Lambda one so manifold pressure is not an influence. Currently to get around this from happening I've set the 4 CAN lambdas as CAN TC. 

I like to start a thread where everyone can add his Math channels, so a database is built. 
Please only post Math channels with short explanation in this thread. 
To keep it simple any discussion must be done in other threads. 
 
Boost error channel = Target Boost - MAP
Boost error parameter can then be used to control an electric Blowoff 
Brake bias = (rear+ front break press)/ rear break press
Front Wheelspeed Difference = LF wheel speed - RF wheel speed
Used to tune your LSD differential settings
 
Slip right = nondriven-wheelspeed - RR wheelspeed
Setup an Aux and turn on a driver warning light on the right side of the dash. So Driver knows right rear wheel is spinning faster ( eg. attention after a curb). Add the same function another for left. Then it looks like this :-)  from 3.00min
 
Boost error channel = Target Boost - MAP
Boost error parameter can then be used to control an electric Blowoff 
Brake bias = (rear+ front break press)/ rear break press
Front Wheelspeed Difference = LF wheel speed - RF wheel speed
Used to tune your LSD differential settings
 
Slip right = non-wheelspeed - RR wheelspeed
Setup an Aux and turn on a driver warning light on the right side of the dash. So Driver knows right rear wheel is spinning faster ( eg. Attention after a curb) to another function for left. Then it looks like this :-)  from 3.00min
 
Boost error channel = Target Boost - MAP
Boost error parameter can then be used to control an electric Blowoff 
Brake bias = (rear+ front break press)/ rear break press
Front Wheelspeed Difference = LF wheel speed - RF wheel speed
Used to tune your LSD differential settings
 
Slip right = non-wheelspeed - RR wheelspeed
Setup an Aux and turn on a driver warning light on the right side of the dash. So Driver knows right rear wheel is spinning faster ( eg. Attention after a curb) to another function for left. Then it looks like this :-)  from 3.00min
 

Could you not use 2 axis on one throttle table to do both different antilag settings, to free up a table for the launch?
For instance example below.  Table 1 = normal touring.  Table 2 = 2 different antilag bypass amounts.  Table 3 = wheel speed based launch throttle reduction.

 

You can use the generated math channel as:
- logging channel 
- input for other function 
- axis option on tables
So it's up to your creativity what you can do. Combined with Virtual Aux and timers the possibilies are near endless! 
A few example:
Boost error channel = Target Boost - MAP
Boost error parameter can then be used to control an electric Blowoff 
Brake bias = (rear+ front break press)/ rear break press
Front Wheelspeed Difference = LF wheel speed - RF wheel speed
Used to tune your LSD differential settings
 
Slip right = non-wheelspeed - RR wheelspeed
Setup an Aux and turn on a driver warning light on the right side of the dash. So Driver knows right rear wheel is spinning faster ( eg. Attention after a curb) to another function for left. Then it looks like this :-)  from 3.00min
 
 

@Ducie54 I get that if I haven't turned on a fuel mode yet.

Switch on a fuel mode and you get it, I'll add a note to the engineers to show a message "no fuel mode selected...blah blah etc"

1000hz! 

Wow thats awesome

+1 to the above, lots of awesome changes looking forward to having a play around when some of the bigger brother models become available.

The math block functionality is just crazy. So many possibilities!

Even better would be to make a General adusment function for different tires.  For example setup a WET switch in the car, which switches tire diameter, rain light, DBW Map etc. 

Bumping this topic... I'm surprised no one else has interest in this. OEM systems I have worked with do this, and it makes sense. At low throttle openings, a change of throttle angle is a better trigger for transient fueling than map for engines that have low / noisy idle vacuum. However, at steady throttle angles, on a turbo engine, as the boost builds, there can be a need for additional fueling, otherwise you get a lean spike. I've noticed this when tuning steady state and then doing transient sweeps, if you tune to the sweep, you get a inverse V in your fuel map. 
Certainly this is not reinventing the wheel, just doing what the OEM's have already been doing for many years, and for good reason. 
 
 

It would be nice if a user could add an algebraic expression in the G4+ PC Link software somewhere that can be stored as a general value (such as Virtual AN Input). Essentially I am looking for a user defined algebraic function that you can use values from other inputs on the PCM to convert into a value that can be used to control auxiliary outputs.
For instance, "|(AN Volt 1) - (AN Volt 2)| = (Virtual AN Volt 5)"...….this could be used to control an output off of differential temperature.
I don't know which would be the easiest way to allow for this, but I feel like a "Virtual AN Input" would be the ticket. Also, if there is a way to accomplish this already, please let me know. I think there is a way to accomplish this with another CAN device (such as a digital dash) to transmit values to, perform the equation in the dash, and then send the result of the equation back to the PCM, but I currently only have a CAN-Lambda module connected to the CAN bus of my G4+ Xtreme.

The continental Ethanol Content Sensors will read significant lower when low flow goes through the sensor. This means during a WOT run the ethanol content will read significantly lower at high load and rpm than at idle, because the flow in the return line is low. 
I attached a Log to show the problem. With more boost, I see values 20% lower at WOT than at idle.  This is a well-known problem and other ECU manufacturers have an Ethanol Clamp function for a good while.
The Ethanol content does with activated clamp function only update when the Injector Duty Cycle is below a certain level. Once the INJ Duty Cycle is higher than the threshold the ECU takes the last value read below the threshold and update Ethanol content only when InjDC goes below the threshold. So a quite simple function, but with a big need! Please implement it asap. Thank you. 
 

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. 

You can span one axis of the target boost table to a rotary switch, so you can do up to 33 different boosst tagets. If you use a potentiometer you even can get infinity many  boost targets. 

Regarding Lambda control error correction table. I spend alot of time to tune these. The base map is adjusted the wrong way around. Because the error correction tables is a % corretion of actual error, you want big corrections like 15%  on small errors (0.03 lambda error) and small correction (like 5%) at the biggest error on the table. This is because a fuel film built up first in the ports when big correction are applied. This means it needs several burn cycles to get the whole change applied and measured. This means lambda control applies big changes two or three times for big corrections which leads to Lambda oscillation.  On small changes fuel film built up is much less.  Lambda change is done and measured much faster and within same burn cycle. This means the Lambda correction can be set much higher, because the change in AFR is measured instant.
I have attached a tuned example.  

I would love in the future if you could step up virtual logic to be programmable perhaps in function block or text with Boolean (and and or if etc) to allow lots of flexability to the end user. the virtuals are great but can be limiting.  Thanks 

In firmware 5.6.6 we added 3D CLL trim tables.  You get one table for adding fuel and a seperate table for removing fuel.  So, you could turn these on, then put your switch status on one axis.  
In the example below, I have my CLL switch on DI4.  I have put DI4 on the Y axis of the trim table (0 means switch is off, 1 means switch is on).  So for instance when my switch is on and at 4000RPM the CLL is allowed to add up to 20% fuel.   When the switch is off it is not allowed to add any.  Obviously the other axis doesnt necessarily need to be RPM, TP or MAP might be more suitable but it is up to you.

I would move to a TPS based fuel table and compensate for MAP on a 4D table.

I really really give you a good tip, it's about the most risky thing you can do on a SR20det! DON't use any ignition cut or similary thing which pops and bangs. You are going to pop out rocker arms which can lead to a huge engine damage!

We see lots of wideband controllers here, the worst for sensor failure are AEM, Innovative seem to be better, there is a noticeable difference as you really don't see sensor failing that often on the LINK CAN Lambda, we put the sensor failures down 100% to the heating strategy not shocking the sensor and allowing time for residual water / condensation to be cleared.
The other thing is that the AEM sensor supplied with the kit does not appear to be bosch, but although you could argue that is the reason they fail, replacement genuine bosch dont seem to last that long either. That is the main reason we try and get people to buy the Link sensor and we always ask about the placement of their Lambda bung.
PLUS you get EGT with the Link CAN Lambda an invaluable device that has saved my customers $1000's in turbo rebuilds.

Ok, try these two files.
812776967_BenjiBarraFINALTUNE7PSI New CAN.pclr
Benjis Barra Patrol With EGT's.zconfig

There is a limit to the amount of data the dash will receive and we have reached the limit!

The updated CAN stream to suit the Ibiza and some other later VAG models is included in the next firmware release.  I don’t think it is far away from release but if you need it now you can email [email protected]

Our current 6 CAN ID's allowance is not normally much of a limitation for the market our ECU's are used in.  Most motorsport devices allow sequential or compound messaging which allow you to send multiple data words on the same ID.  It is usually just odd proprietary stuff like AEMNET or trying to duplicate an OEM CAN bus that needs multiple ID's.  It would be nice to have more ID's but there is a finite amount of memory in the ECU so the allowance that is given to CAN functions has to be balanced against other features that users want.  I suspect you wont find it a limitation at all.
 

I'm using AEM 30-2056 and for Highend Application Motec 9 Position. Doesn't matter much which one you use, it just should give you signals between 0 and 5 Volts. 
Besides, Adamw / Link ECU that would be a nice Accessory in your product lineup! 

I'm using AEM 30-2056 and for Highend Application Motec 9 Position. Doesn't matter much which one you use, it just should give you signals between 0 and 5 Volts. 
Besides, Adamw / Link ECU that would be a nice Accessory in your product lineup!