Rich RDE

Hi Valleyfred.  Your description of what you are trying to do is a bit brief but I think what you want is "Closed Loop Lambda" or CLL for short.  With a wideband sensor you can do two different types of CLL.  
1), Stoich mode, this is traditional CLL like an OEM ECU where the Lambda is controlled to cycle or "dither" slightly either side of 1.00 
2), Auto mode, this is where you use a target lambda table and the ECU tries to trim the fuel to match that target.  Some of the basic settings for automode is shown below. 

Brendon001
Here is a screen grab of a log from my 3sge Beams in my 86 corolla showing vvt tracking in the middle graph
 

Sorry I have not been on here in awhile. I was extremely busy with a 996 turbo project. Please email me again. I did not get the email.
Cheers

If using the popular big-port AEB head on an 06a motor, you just need to swap over your small-port original CAM sensor and wheel to suit.
 
Likewise for the O2 sensor, I removed the original OEM sensors (wideband upstream, and narrowband downstream as they call it) and installed a standalone WB sensor and controller which feeds back to the ECU.
By all of my intensive investigations and schematics, the AWP should work fine with the PNP version.
 
 

The Audi/VW 1.8T engines we worked with had two narrow teeth and two wide teeth on the cam trigger wheel.  On our default Audi TT base-map we use the 'Multi-tooth/Missing' trigger mode. However this likely not work with a VVT engine, but the 'Holden V6 Alloytec II VVTi' trigger mode should work instead.
Scott.

It starts alot better and idles more stable, drives perfect off boost but still tge same on boost. Almost feels like its missing the low down torque pull feeling it used to have. Will let my tuner know your feedback rich so thanks for that  im leaning towards tubo just starting to wear out and loosing its puff. Was secind hand rebuilt when i got it 3 years ago so no idea of history or kms etc)
The picture attached is fron the dyno day, the previous runs were my initial tune 3 years ago on 7psi spring with no boost solenoid, the last green line is current with boost solenoid to achieve the 9psi. See how much lower down it is initially, thats the loss of power feeling im meaning.
Brendon 

Did a compression test once it had warmed up, 
ResulResults were good so was hapoy with that! 
Cyl 1- 180psi
Cyl 2- 180psi
Cyl 3 -185psi
Cyl 4 -182 psi
The old plugs had been in for around 3 years thinking about it, done 30000kms on them (5 track days!)and had brown rings above the threaded part on the porcelain almost like compression lekage etc, fitted new plugs so will see how that goes  dunno why i overlooked those...
Brendon 

I'll make a new wire and connect it to a new and good chassis ground and to "Plug C - PIN 8(Main Relay -)" and test it.

As far as I can see, the G4+ is capable of doing this with a user defined stream.
I think the existing "load (abs)" parameter would be almost directly proportional to torque output so you could probably use this to create the torque message.  I think you could then just use the CAN multiplier/divider/offset to convert the load parameter into the correct range of "torque numbers" that the gearbox expects to receive.  I have a hunch however it might not actually want just predicted "torque output" - I vaguely remember seeing parameters more like "driver requested torque" associated with the few gear shift controls I have seen. - But I reckon even that should be possible to simulate with the existing tools.  
So the biggest challenge for the OP will be finding all the OEM CAN ID's and message structure etc and then finding someone who understands enough of it to translate it into the G4+ template and that will likely incur significant time and cost. 

Scott's screenshot proves my theory. Quick to blame the product before doing basic checks. 

Grant I have a lot of experience with this particular engine. You will want to use 6 kHz as mentioned. In some cases 7 kHz. But you will get the level of feedback needed with a gain of 1. Adjusting per cylinder is needed as well. These engines tend to produce more noise on certain cylinders then others due to design and Knock sensor placement. So monitor this and adjust the cylinder gain accordingly. A typical threshold is set to somewhere around 570 for knock level. You will want to monitor this and adjust to your needs. Each engine differs with internals, fuel, and amount of ignition timing applied. 
Good luck and stay safe.
- Rich RDE

We have a solution for the Link G4+ Altezza Plug-in ECUs in the final stages of testing. Once we are happy with the testing we will be able to upgrade existing G4+ Altezza Plug-in ECUs if they are sent in to us.We will do the upgrade and return shipping free of charge.

I would assume it does not see wheel speed like mapper has mentioned. You could also be hitting a limiter somewhere else. Check to make sure that this is not interrupting the launch control. I.E. you think it's launch control when really it is a completely different limit activating. Most likely wheel speed but can never be too sure.

Check under the chassi setup if non-driven wheelspeed is setted up. You can confirm correct reading under F12 tab or in a datalog. 

Hi Sama,
Great, that is the info you need. The 'Format' will be normal.
The multiplier and divider settings will control the scaling of the data to the CAN bus number. As the person from Bosch mentioned, these may need some adjustment to make tings read correct in the desired units (km/h?). Here is how the two different devices work:
ABS                         CAN Bus value        ECU
0.000000 m/s            0                             0.0 km/h  (0 m/s)
0.015625 m/s            1                             0.1 km/h  (0.027778 m/s)
0.031250 m/s            2                             0.2 km/h  (0.055556 m/s)
 
So 0.015625 = 0.027778x   ->  x = 0.5625. This is the multiplier you need to convert from the steps the ABS uses to the steps the ECU needs. However the Multiplier and Divider fields in the ECU can only accept whole numbers, so you will need:
Multiplier = 9
Divider = 16
The other settings from above should be the same. 
Scott.
 

LOL Correct I meant to say that you may only be able to view some of these parameters in a value list format. They will all be added to one group with possibly only being allowed to add 100 values at once. Some runtime values will only be displayed if the parameter they are displaying is activated.  Also, some items may not be available on all ECUs. . The runtime list you essentially create yourself once the log file is saved. You can export this file as well.
To answer the Runtime window with Tabs will only be accessible through live connection. 

You can zoom with the mouse scroll function. If you don't have a full scale mouse attached to your laptop, most laptops have a scroll fucntion built into the mouse pad. This is usually a bar on the right hand side of the mouse pad, on mac you use a two finger gesture. Sorry I was unable to make this a keyboard shortcut.

Hi Supra, 
The Force GDI ECU has 4 injector outputs, these would normally be used for the direct injection injectors. The ECU does not have any other dedicated fuel injector drives. Could you use some of the normal Aux Output channel set to GP PWM to control the port injectors? Possibly, but the control would be limited compared to how the injectors are normally controlled.
Scott

Hi Scott,
We found that the trigger wires for cam and crank need to swapped. We also found that the inputs and outputs need to change. They are not on the same pin location and just swapping around in the software and calibrating these makes it very easy. The ignition setup all needs to change as well unless using the SR20 COP system with the KA24de engine. We will post more shortly.
Rich

Ok everyone. We have confirmed KA24DE running on a Link PNP S15 system in a S13 chassis. These have become very popular over here in the States. People are turbocharging them and realizing that these dual cam engines can make some great power boosted. It is even better running a Standalone Unit with these to control the fueling equation in Speed Density VS swapping factory MAF's for bigger Nissan sibling MAF from say a Z32. We will have a build of this project posted soon hopefully on the website for you guys to take a look at. 
This just yet proves again that the Link Platform is absolutely amazing and versatile when even in factory PNP form. One engine to another in the same chassis utilizing the same ECU! What a plus for multiple people out there. Here in the US it is my goal to offer these findings and test these units with the proper setup procedures and base maps. Some things do need to be changed. But very minor. 
Thanks Link and the engineers for making such an awesome product!!!

Hi Sancho,
If you are hearing knock and the ECU is confirming it then you likely need to reduce your ignition timing in your main ignition table in the areas where knock is occurring. You should be able to look at the 'Knk Ign Trim' tables and see where the knock is occurring.
Scott

Hi Rich,
I'm sure you will resolve any issues, but let us know if we can help. One other thing I've seen people do a few times is get the trig 1 and trig 2 mixed up, this will normally result in a widest slot of 1.
Scott.

I did alot of thoughts around this topic a while ago and put it also in the wishlist section. 
The problem for now is that there are some logic missing when it should allow a shift, and when not. And there is no output option to couple the output to the shift control. 
Have a luck on this tread:

You can order these connectors and pins through a company called Digi key. I do this as some customers only request a certain amount of pins and like to keep things as neat and tidy as possible.
www.digikey.com
Pins part #455-2051-1-ND
Connector part #455-2154-ND

Perfect.... This is exactly what I wanted to hear. I was talking to Drew early about this. I will keep you posted and share some info for when we get closer to starting this project. 
Cheers