Iguanapeluda

Which engine do you have? Quick google shows the RS3 uses the Bosch HDEV5.2 which we have the current and voltage data for. The RS3 high pressure fuel pump we don't explicitly have data for yet but a quick scope with a current trace will show it's peak and hold current values.
You will also need to measure your high pressure pump cam lobe shape and find the angle of the top of one of the lobes relative to tdc of cyl 1 when cam is in it's rest position.
Hardware wise we have 4cylinder box on the way with built in fuel pump peak and hold driver but I don't have any specific timing as to when this will be available to purchase.
I would also assume that the XBow has a CAN bus system which will need reverse engineering so that we can replicate what the factory ECU transmits and receives.

Hello,
Would it be possible to use jzx100 e-throttle to operate mhi  49373-19112 electronic wastegate accuator? As boost control.
How much h-bridges can handle amps in jzx100 pnp g4x?
This is the kit, what im thinking for my 1jz with efr7670
https://www.full-race.com/full-race-borgwarner-b2-efr-electronic-wastegate-conversion-kit

I have done the stock ACD ECU and worked out a stragey on G4X to control Center differentials with 3 different maps for acceleration, and 3 maps for braking. Additionally, there is a slip and steering angle overlay. 
Works quite good! 

Yes, mine G4X appears all days the same... 

Pinned!!

The new firmware has much improved gear shift functionality with closed loop shaft speed matching and limiting during blip etc but there are a lot of new settings so will need to be tuned from scratch after you update.  It is a good improvement though so is worth doing when you can.  Make sure you have plenty of time when you choose to update - dont update the night before a race day!
I think in your log the actual gear cut is probably working correctly, but for some reason the logging rate is very slow so it has missed some of the shift detail.
You would really need to use ECU logging and record at a much higher rate to get a true picture of what is going on.  I normally use 500Hz on RPM, Cut %, gear shift status, Gear barrel voltage and lever force when tuning gear shift.  
In picture below, highlighted is the same shift that you have shown in your original picture.  Notice there is nearly 200ms between data points - this would easily miss the 118ms shift cut for 3rd gear.  

 

Can you attach the log file and tune.

As for IAT heat soaking I have found using a 4D table like this has helped cure lots of my personal RB engines for restarts with heat soaked IAT and fuel rail, where the engine would run very lean momentary until the heat soaking would cool off. I didn't like just increasing the values too much in the post start enrichment table at operating temps because I only get heat soaking after 10+ mins of being turned off. No need for rich restarts if I just have the car off for a short period of time. The post start decay time table at operating temps is a little longer, around 10 seconds. It worked for my applications but I'm sure it could have been finessed but gives you some ideas.

 

 

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...
 

Yes I want in gear shift control! Like antilag.
 
Thank you Adamw

is It possible that you have a bad wastegate config ? yo have change from 0 to 100 of wastegate....

Note as others have said above, in modeled mode the fuel table has nothing to do with injector PW or duty cycle, it is the volumetric efficiency, or in other words it is a measure of the air flow.   
So if you have a value of 100% in the fuel table it means your 2320cc engine will inhale 2320cc of air in one engine cycle.  If you have a VE of 150% it means your 2320cc engine inhaled 3480cc of air in one cycle (obviously impossible).  
Typically in modeled mode you will have a range of numbers from about 50-60% at idle to 100-120 at peak efficiency.  The areas in your VE table where the numbers are 20-40 is probably just because your injectors are working in the non-linear region and you dont have proper characterization data to correct it.  The areas where the VE is un-realistically high is possibly low fuel pressure or incorrect injector flow rate.   

Try searching Voyo A1 mini.
Has another port to charge 5v, is 8" and can connect with your link ecu

Hola,
I noticed in the photos above that you have DI 1 set to Inlet /LH. However you also have Trig 2: VVTi set to Inlet / LH.
You should only have one of these set to Inlet /LH. On our EVO 9 plug-in ECU a digital input is used for Inlet /LH position and the Trig 2: VVTi is set to OFF.