boostDR

I had a similar issue. Couldn’t sort it out. Running a truck battery jumped  helped which made me think the dead time vs voltage was off. But I feel that may be related to better spark to ignite the mixture  
The thing that fixed it completely was removing my Xspurt 1000cc injectors which had the dispersion disc machined off like other high flow injectors (ID,etc) and replacing with Bosch 3/4 long nose 980cc injectors. These have a proper dispersion cap (7 hole maybe) rather than the garden hose single outlet. 
All my problems went away. Black smoke disappeared, starting problems were non existent  Car felt OEM again and picked up some fuel economy and power.  
Picked up the problem by filming the injector firing at cranking on a high speed camera. 
The Xspurt injector would hit the valve/port and stick to it mostly,  the Bosch would hit it and bouch back in a mist Ball night and day difference.
The Amount of post injection Tau(wall wetting) is very obvious with less than desired atomization. 
May not be your problem but though it worth mentioning my experience 
Matt
 
 

So just click on "CAN AN V2" in your custom stream and a little ... selection button will show up, click that and change it to CAN TC #*. 
Your TR will then be received as a TC of 0-150°C.   You can then use that as a condition in a virtual aux to switch your E-throttle table and you can put it on your retard table too.

I had a similar issue. Couldn’t sort it out. Running a truck battery jumped  helped which made me think the dead time vs voltage was off. But I feel that may be related to better spark to ignite the mixture  
The thing that fixed it completely was removing my Xspurt 1000cc injectors which had the dispersion disc machined off like other high flow injectors (ID,etc) and replacing with Bosch 3/4 long nose 980cc injectors. These have a proper dispersion cap (7 hole maybe) rather than the garden hose single outlet. 
All my problems went away. Black smoke disappeared, starting problems were non existent  Car felt OEM again and picked up some fuel economy and power.  
Picked up the problem by filming the injector firing at cranking on a high speed camera. 
The Xspurt injector would hit the valve/port and stick to it mostly,  the Bosch would hit it and bouch back in a mist Ball night and day difference.
The Amount of post injection Tau(wall wetting) is very obvious with less than desired atomization. 
May not be your problem but though it worth mentioning my experience 
Matt
 
 

Yes, the CANDASH cable is the wrong cable for a CAN only device as it also has RS232 wires inside, this is what upsets the PC Comms.  So there's a few things you can do:
Cut your candash cable so it is less than about 200mm, then the RS232 wires wont be long enough to cause the interuption.  Only extend the CAN H/CAN L wires. Use a CANF plug instead and only connect the two CAN wires. You have CAN2 available on the "B" connector - so you can avoid the round plug altogether and go straight into the main connector.

Hi, Sorry I missed your earlier post.
Not when using a predefined "OEM" stream.
 
Probably unlikely due to the popularity of the platform.  We usually need to buy or borrow a car for a few weeks to reverse engineer the can bus and test is under many conditions etc.  So we need to weigh the cost of doing so against the likely number of ecu's this stream would sell.
 
I can probably knock you up something for this.  What did you want to use the "shifter position" for?  I think I could only really bring this in as a CAN digital input, something like "park/neutral" status.

It is correct that in theory you shouldn’t have more than the two terminators at each end of the bus, but in real life most OEM buses will still run happily with the extra termination resistor, so try if first. Some of the CAN messages may match the 350z but that is unknown.

Was logged at 25Hz. Changed to 40Hz and it now looks as it should, thanks Mapper 

check at what rate the knock treshold is logged. Try at least 25hz or more. Think a slow longging rate could be your problem