dx4picco

Any OBD Reader would work I guess

would it be a damaged / non symetrical tooth maybe?

Probably reaching maximum injector duty? This turns on CEL

Adam, isnt the first ID for aem 384 in extended format and not 950? Cj, the tab can devices is only for link can lambda devices.

aren't you mixing antilag and launch control? antilag is made to spool the turbo when being off throttle, with letting air pass combined with a late combustion to make more exhaust gas energy spooling the turbo. there would be no point doing a fuel cut in this strategy

this function is not available on that ECU

I was confronted to the same as these guys to my small scale on a relatives car. I remember the post he mentioned. hot start are/were exactly that with WW comp on

I had the wrong CAN file saved on this computer.... That was it! Thank you Adam. I didn't see it at 1 a.m.

yes indeed, both stay at 0 in the runtime

I cannoy for the sake of me find why the can 2 is not etting the lambda going on that one. https://drive.google.com/file/d/1MeuzUVBzB5Md6_Xl-fBzeN0hYE_2mGOR/view?usp=sharing it must be something stupid that I din't check. DI 9-10 are off, can 2 is active. no error in can 2 runtime, pcb ver. 1.7 on Xtrem+

If ANVolt 2 is showing 0V, then ecu isn't seeing anything. wiring issue maybe?

I would say it's always worth to check when messing with such things. or even on firmware updates for that matter

VVT= variable cam timing, namely changing where the center of the cam lobe is. VVL = variable valve lift = changing the global valve lift (like VTEC) some old engines did have a on/off style VVT (like M50/M52 vanos) but most of the time they are continuous system now with requirements about PWM control. VVL like VTEC is just a solenoid getting turned on or off. Some engines do also have continuous valve lift control like BMW Valvetronic, but that's not in the scope of these ECUs

The best Mode is auto mode but it has nothing to do about how it reacts. The setting of the close loop gain, combined with the position of the sensor and how much exhaust flow is present will dictate how fast it will or can react

Question on that one too, if the max turbo speed ist 165k and like its shown has a built in divider, I will need another external divider, is that correct? because at full turbo speed frequency would be 2750Hz?

yes because negative trim are "negative". so values under 0. for example -10 for lower/negative trim limit and 10 for upper limit

Yes the fuel table needs to be tuned first (open loop) for a future optimal closed loop function and transient throttle

Because in closed loop everything is compensated live, throttle position interact with igntition timing. You do not want to rely on the computer compensating for you. Yes you are right the table is the same. Because closed loop uses the base values that we call open loop. You must think like, I tune open loop and once everything runs fine I turn on closed loop to compensate/correct for small variation due to temps, humidity, elevation etc.

Maybe the falling edge of the cam being too close to the missing tooth from the crank. But you said there are 4 teeth so maybe that's not the issue. Wondering if the crank isn't wired backwards. But that's also just a guess wait for a real answer from Adam

Exactly Many reasons to get a link but not for the one your tuner pushes you

You will not be the first to have bad Omni map sensors out of the box

What ecu do you have? On older ecus you would not be able to run sequential without can trigger. But you would still be able to run wasted spark

Volt output= 5V*(sensor resistance) /(sensor resistance + pull up resistor) Using the voltage divider formula

then like Adam said, those 40 whp are the step up from7/10 to 10/10 and not really faster processing

But what is he comparing to? An already tuned ej205 on stock ecu, or a stock tune? As Adam said, the more aggressive the old tune was the less you will gain