ST205

@Laminar I have adjusted the feedforward. It helps but does not solve our problem Error84. Can you view attached Log and explain whats happening at 4.30,269? Aux9/10 Status Changes but i can not see a cause for it? PC Datalog - 2024-03-26 2;13;35 pm.llgx There is a parameter "GP Analog1" which gives feedback from the recirculating valve (2nd Electronic Throttle). It seems to me like it's opening correctly(100% = fully opened). So the main throttle valve should not having a problem to close.

Thanks for the response! I have also noticed the closing. This is also when the error occurs in the second log file (throttle closing). Maybe this has something to do with the oversized supercharger attached to it. I have no experience with the feed forward table (most setups g4+). I will adjust this immediatly. Thoug, tapping the throttle with engine off does give a different (acceptable) response:

@Adamw Can you give us any insights?

Hi, We're sincerely hoping someone could give us a solution for the problem we are experiencing. The car is setup with an electronic throttle (PN 0 280 750 474 - datasheet attached). And keeps reporting error 84. We have tried as many steps as we could think of: New Throttle body Checked wiring twice Bypassing e-throttle relay Changing "run throttle when stalled" Resistance Motor measured 1,1Ohm (similar to other bosch dbw we have around here) Attached are Log files: Log: Tps Calibration Log: Engine running Ecu map The car has to compete upcoming weekend so every help/suggestion is welcome! Thanks Ethrottle Cal.llgx Ethrottle Running Error84.llgx Map Ethrottle.pclx

I have played with this flap before. Could not get a variable position signal out of it. Only On/Off position confirmation. Luckily, in that application (modified J35) there was only one position that was benificial over most of the rpm range. As Adam said, really looking forward to GP Table for H Bridge

I was wondering if there are any updates regarding this subject as our client still wants to utilize the dbw Unfortunately, I didn’t see related changes in the last software update (13dec)

Thanks Adam! That was the answer I was looking for . Apologies for the late reply due to illness. I'll try and hold the situation as is for now(mechanical bypass) and will inquire again in a month or so. I think this generic control will come in handy also for controlling true variable intake trumpets.

The actual engine throttle are 4 Itb's (mechanical). Yes, we're planning on using this as APS input. 2 "APS" inputs can be created by using a dual output sensor (variohm). The bypass valve should be controlled in a progressive manner.

Hi, We have a racing engine (700hp / 2.0L / twinscrew compressor) with a mechanically controlled by-pass valve. We are revising the complete engine / electronics and like to use a 40mm electronic throttle instead of the mechanical by-pass valve. So, we're planning on using the current Tps as input(Aps) for the E-throttle. Meaning the new Tp main (e-throttle) can not be used as acceleration input. Since this little beast is really sensitive on acceleration we're in doubt of using solely Map for acceleration. We would like to know if there is an alternative setup in PcLink (still using new Aps as Accel input)? And if there are other factors which we overlook? Thanks:)

As a wiring guy the following takes my interest: Are all the Power grounds internally bussed / connected inside the Ecu? For example: If a certain application reduces load on the ecu (Fury only 4Inj-4Ign), then it should be possible to run 4x20awg grounds or 3x18awg right? Thanks in advance:)

Thank you Vaughan this morning I had a play with the test calculator in PcLink and think I understand now. I have always thought that it was just filling in the opposite gain / multiplier..

We have done numerous installs with this combo but want to add extra parameters like Fuel / Ign corrections. Channels are configured / received on the correct adress but our problem lies within the combination multiplier / Offset. For example: Ecu ECT Ign Corr = 0 Multiplier 10 / Offset 500 (so 0->500) Aim Receive: Multiplier 0.1 / Offset -500 Aim Readout = -450 So on the Aim end, the multiplier takes place before the offset. Is there a workaround / different approach for this problem? Thanks in advance! Bram attached: Link CAN Stream Aim CAN Stream LINK_Link V2.1_@20230705_142544_003482.xc1 LinkV2.1.lcs

Hi all, We are dealing with a small problem with the calibration of a S54B32 Engine (bmw) We have the engine running (cam / crank sensors working) But the In/Ex vanos don't show any sign of following the target tables. The vanos only responds with Aux1 /Aux2 test manually. Cam angles are determined using the calibrate function. We’ve rechecked all vanos related wiring but could not find any error untill now.. Ecu: Vanos: Aux1 -Int Retard (Pin 1) 12V (Pin 2) Aux2 -Int Advance (Pin 3) Aux3 -Exh Retard (Pin 4) 12V (Pin 5) Aux4 -Exh Advance (Pin 6) (Diodes are removed as per the help file and 12V is supplied instead of Ground) Can anybody confirm this or point us in the right direction? Attached: Trigger Scope Idle Ecu Program Log-File Thanks in advance! s54b32 vanos.llgx S54B32.pclx S54B32 Scope Idle.llgx

Yes, we did some tuning on PID. It was a build engine indeed, that's mainly reason for it's lumpy lower rpm. Again thanks for thinking along Adam, project succeeded!

Adam, thank you for all support and patience... I can confirm that all vanos are working fine now! I have triend reversing these solenoids before (original post) but that did not gave me the right result back then.. Hence why the intake cam position was reading 47°(~108° - 60°Advance). Log 2020-05-4 12;36;18 am.llg