Alan

Hello,
Did some testing, results are below.
 
Pump:
Any pump CWA50, CWA200 or CWA400 would work with these settings.
We use CWA200.
Wiring:
1 - wired 12V from the PMU16, 25A channel.
2 - wired Aux high state signal.
3 - wired to ecu signal gnd. 
4 - simple chassis GND.
 
ECU settings:


50% on cranking is for waking up the pump.
After that, You can use higher values then 50%.
If your idle is lower then 1000 RPM, adjust the PWM table axis and values to suit your application.
Results:

Our race car working temperature is 70 C.
 
In my case You can see that pump is working very slowly till 50 C. It's because I need to warm the coolant up as fast as I can.
If You change Aux PWM table values, You could get more linear interpolation.
Last chart shows how output current is ramping up as coolant temp warming up.
p.s: I have wired coolant pressure sensor. On full power pump is making 0.7 bar of water pressure in the system.
 
These settings are good starting point.


Thank You.

With a 11% pulley you'll probably pick up 10-15hp easy, You talking about the "461" Catcam? Down low it will make the same as a "469".
Throttle is a good idea to restrict the air flow. 

Hi Alan, what power you trying to achieve? to get the torque up but keep the power low you could fit a camshaft with more lift and duration,then run a restrictor, This way you'll get more power and torque down low and stop it making loads up top.

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.  

The G4+ Mini Plugin does have built in knock hardware and it is connected to the stock knocksensor/wiring.

I thought the explanation in the help was already clear enough but I will give a couple of examples to hopefully help (note my examples will ignore deadime and any other compensations).  The main thing you are missing from your example above is that your fuel equation load source will apply a multiplier as well.

 
So assuming your fuel equation load source is set to MAP and you have a master fuel of 8ms:
If I have a value of 100 in my fuel table and the map sensor is measuring 100Kpa, then the approx pulsewidth at the injector will be 8ms.
If I have a value of 100 in my fuel table and the map sensor is measuring 300Kpa, then the approx pulsewidth at the injector will be 24ms.
If I have a value of 50 in my fuel table and the map sensor is measuring 100Kpa, then the approx pulsewidth at the injector will be 4ms.
If I have a value of 50 in my fuel table and the map sensor is measuring 50Kpa, then the approx pulsewidth at the injector will be 2ms.