Anthony Parle

"Home position" or "zero" for the intake cams is fully retarded against the mechanical stops.  Anytime the solenoid is not energized the cams will be at home (typically anything less than about 35% duty cycle).  Typically at idle and at high RPM they will be fully home.  Once you apply more than about 40% DC to the solenoid the cam will start to advance (More DC = advance faster).  I dont know what the max advance is on the EJ's but most engines from that era would allow 45-60deg advance (crank deg) from home position.    

The coils should always be wired ign 1 to cyl 1, ign 2 to cyl 2, etc.  Set the correct firing order in the software and then the only unknown you need to find yourself is the trigger offset.  
This will then mean injector timing is correct, knock control will identify the correct cylinder and any individual cyl trims will work correctly.

Use windows explorer, right click on the layout file and set attribute to "Read only"  PC Link then cant save the modifications and it will revert back to the unmolested state every time you close/reopen PC Link.

The main thing to keep in mind is the more samples that you have, the better the data will be.  So you can log at a high frequency for a short time or you can log at a lower frequency for a long time and end up with pretty similar data.  Usually higher frequency will allow you to capture more samples in some of the cells that you may not visit much under normal driving. 

Hi Adrian,
I have spent about 5 minutes trying to think through this problem, be we maybe able to go in reverse, so instead of the LINK doing the brains work use a small PLC to fill the gape and have it tell the LINK what to do.
For my current sequential control unit I installed a small box with a PLC and it took input from the Strain gauge and the gearbox rotary position indicator.  So its capable of ignoring Rev, Neutral and going up to 1'st.  It works by killing the spark at the moment and getting feed back as to when its in the next gear.  Pretty sure once we nutted out what the PLC would do and what the Link would do then we could replace the PLC with a small PIC.  In the end it would just be a case if you wanted a Paddle Shift option with a Link then you buy the extra board.  Just thinking for a second, if you are going to call the gear change then you don't need a strain gauge as its assumed when the change is done by the air cylinder.
Here is a photo of the PLC in the box.

For the record here is what the correct trigger scope now looks like since I fixed my problem.
Thanks again

Tony,
An engine like this will need significant valve timing overlap so a MAP based load will not work well even with a single throttle body.  NA race engines is mostly all I do (normally ITB though) so I know this application well.  I normally still have a MAP sensor connected but only plumbed to the airbox to allow for aero effects at highspeed.  I would normally have the  FPR reference tee'd to the same location.  Load axis for both fuel & ign maps should be TPS.  You say "I only care about full throttle", but remember the engine must still accelerate out of low speed corners and must drive in pits and idle at dummy grid etc.
Another observation; your MAP on the graph above shows a significant trend downwards with increasing RPM.  To me that suggests your intake is very restrictive and is already loosing you power at just 6000RPM.  You will need to rethink that if you intend to make power at 10000...

Thanks Scott, your work more money.
I must love your gear I just brought a second Thunder just to go on my engine dyno.
Keep well

Hi!
It would be nice if there could be more virtual aux so i can create more functions 
also would be nice if there could be more conditions to use to create logic Control..

Hi Tony,
The attached image of settings from PCLink show how it may work.
The digital inputs start the ECUs gear shift torque reduction and also the timers. The aux outputs then activate based upon the timers, causing the actual shift to occur. The values I've put a red dot next to would need to be adjusted to suit the actual time requirements of the system.
Scott.
 

Hi Scott,
I take my hat off to you guys for such a great ECU, this short video is of the engine running  5 minutes after it first ever start on the Link ECU.