Rozsko

That error is my bad, I removed an unused setting so when opening your older firmware with your newer PCLink there was a setting it didn't know about, we do have a method of preventing errors like this showing but it looks like I didn't use that for this one.

Anyone keen on the new version, it is available for download since yesterday.

This seems to be a long waited feature. Any actual plans to incorporate this into a new release?
+1 from me along with some more log manipulation functions like
"save as" only a section of the log. (marked in the log markers or only displayed on the screen) cut out/delete a section of a log and save it like that (to remove transient sections maybe, so mixture map could be used a little more targeted) easier retrospective log marker or log section creation. shortcut key B does not place a marker in the log if it is used during log playback. Maybe make the log marker window not a popup, rather an individual section like ECU Settings, Log manager, event log and parameters. This would help creating markers and sections much easier when pinned to the left of the screen as it would allow navigating through the log file and creating markers in two clicks pretty much. customizable number of entries (maybe with a sampling rate as well) to use in Mixture map to calculate the actual lambda as right now it is only the first 1000 data points that are used which is not too useful for long duration logs like cold start and warm up

I like to add another point. I'm really missing a delta function where you have two cursors to see the difference between two points.
Once GPS mapping is possible a distance mode for the X-axis will be needed, too. 

Yeah looks like lack of fuel to me.  It runs when you constantly work the throttle as that adds acceleration enrichment.  
A quick test to increase fuel would be to increase the engine capacity setting, see how much larger you need to make it to bring the lambda right and that may give you a clue how much fuel is missing.  
I notice in your tune the MAP sensor was reading 7.5 kpa lower than BAP when you last saved it so that may indicate the sensor is drifting or has mositure in the hose.  7.5kpa doesnt sound like enough to cause your problem though.

If load only allows 0-100% then TP is probably the easiest option to use.  Our parameter "Load (Abs)" follows the SAE J1979 definition so goes above 100% with boost.  I suspect they might be expecting something more like the SAE "Load PCT" which is basically percentage of peak torque available so works from 0-100%.  
If you are not using the torque management system you could use the multiplier in that to generate a torque value that varies from 0-100%, then send that as load.
Set up below would be how the set up should look assuming stream 1 was transmitted on ID 900 decimal.  The TP may need a multiplier on it as they dont specify resolution anywhere in their documentation.  


 

Hey Guys,
I am thinking about putting a GPS module into the car to have access to actual speed info.
Most probably the ECU Master GPS to CAN module will be my choice here (unless you can recommend a better price/value alternate), which is outputting speed data in units of cm/s.
As far as I can see, the way to set it up is to configure the CAN frame to receive a CAN Frequency (CAN analogs for me are all used), then have that as an input parameter in a Math channel an convert the cm/s to km/h, then have the Math channel as the source for one of the Speed inputs (GP or LF/RF/LR/RR) with calibration=0 so the km/h value is simply passed through.
Then this speed input will be the driven wheel speed source which will be non slipping obviously so can be used for launch and traction control.
Can you guys confirm the above or suggest any alternates/improvements?
Thanks,
Béal

Yeah I had not noticed that but I do get something similar on my PC, Ill get that looked at.
 
All aux, ign and inj outputs are turned off during an update, the subaru fuel pump controller effectively works inverted - 0%DC = 100% flow, so when you turn the aux off the pump turns on.  

Thanks Vaughan.

a calibration value of 10,000 for each of the wheel speeds will let you have the can freq value in cm/s and the wheel speed values in kph

The ecu master one would be fine.  No need to do math etc, just use the multi/divider in the CAN so the "CAN frequency" is received directly in Kmh.  
AEM used to have a cheap CAN GPS but that seems to have been replaced with the VDM which is about the same cost as the ECU master one.  
Haltech have a low cost GPS speed sensor that connects via a digital input if you have one spare.

Still not much closer at this stage.  I dont want to make a guess, but based on the time frame of the last couple of plug-ins we have released I think it is still at least 6 months away.

The analog voltage is not monitored/measured.  The on/off status of ignition outputs when they are doing ignition is not something you can see as they are synchronously controlled by the engine time processor.

Here you go. Freshly out of my car. The calibration process is very easy the new way. Hats off for that.

Not sure how the 4 offsets/teeth came for you.

Yes, it is disabled when the engine is not running.  It will start heating about 20 sec after start up.  

You only need one channel set to Link CAN Lambda and its ID has to be 950

Thanks guys. Nice list of changes. Keep them coming.

You do not need to set up a user stream, just set the channel mode to "Link CAN Lambda",  You can have up to 8 CAN lambdas all on that one channel.

You have a max of 10 custom streams (ID's) shared across all CAN devices.

Its not an easy one to answer and not usually something I wouldnt suggest, it can become quite a challange to make everything work happily.  If you only do fuel and ignition it wont be so bad but there will still be a couple of issues to overcome such as a CE light since CLL wont be doing what the OEM ecu expects.  sometimes there are reflashing options to disable some of these faults.
The more control you take, the more difficult it becomes.  You really want the Link controlling E-throttle since idle control etc wont work well when the factory ecu doesnt have control of ignition.  But then taking control of E-throttle can be a big head ache with all the safety systems often not able to be disabled. 
  

Preliminary support will be in firmware 6.19 which is due for release any day now.  So far only widely tested in a JDM 2007 STI (same as 2008 in most other countries).  I believe it should work with most cars to 2011.  Lots of torque based messages as well as fuel consumption etc so the engine needs to be mapped in modeled mode and the torque management function needs to be set up so that the ecu estimated torque is realistic.  I can give you a base map in a few days when the included features are publicly released.
We are working on a plug-in ECU for these cars but it is still at prototype stage so quite a few months off still.

My understanding is 2007-2011 has basically the same CAN, 2012-2014 is different (but I dont yet know how different), then 2015-2017 is different again.  Initial research suggests the same ecu should work from 2007-2017 but I still need to test and confirm that. 

You can do that no worries.  0.00390625 is 1/256.  Since we are converting from lambda to bits we do the opposite of bits to lambda.  They also have an offset of 0.5 Lambda applied, so it would look like this:

 
 

The pressure compensation is non-linear and applied to the pump current before conversion to lambda (also non-linear) so it is a fairly complex relationship, generally done with look up tables.  I suspect that RBR calulator linked above uses some simplified equation as it seems to give very optimistic results for the NTK sensor.  They are typically about 4 x more sensitive to pressure than the LSU4.9 in my experience. 
For the LSU4.9 there are a few slight variations of the pressure compensation curve but this is the one that is generally used from what I have seen:

So a couple of examples (not properly calculated, just eyeballed from graphs):
Observed lambda measured with un-compensated meter = 0.80.
If exhaust pressure was 150kpa absolute when measurement was taken then the actual lambda would have been about 0.81
If exhaust pressure was 250kpa absolute then actual lambda would be about 0.83

Got you. Sorry, did not spot any announcements about that. Will try and revert back in case of any further issue.
Thanks