dx4picco

have you checked under the bonnet that no one is sucking on the Map tube?

yeah 1050C is cooking! you shouldn't be hitting more than 800°C on a single pull if you want to have a chance to stay under 950° under sustained load

install g4+software too to open the map

you should post both your current map aswell as a log from what you are describing

my point of view is, don't start "small" to try and learn. As Vaughan said, all ecu share the same software and way of working. Some additional functions will be available on bigger ECUs, so check what you need, and what would be nice to have to target the minimum. My opinion, go with the bigger ones if the budget allows, so everything you will need in the future will be available (best way to learn step by step and add sensors and use more functions)

use this: and replace conditions in the virtual aux by the can DI you want pressed (and / or with pedals)

as far as I know mixture max takes into account the active log / the one opened in the log windows for example. so it correspond to your expectation of only using the last run, if the logs are separate.

original BMW coil are "dumb coils" which means they need an igniter between the ECU and the coil. Stock ECU has ingiters integrated so it can drive these coils. wire-in aftermarket ecu's like the storm are made to drive "smart coils". Do you have igniters (something like https://dealers.linkecu.com/I3_2) wired in? if not then that is your problem. there is basically no spark because fo that. either add igniter or change to smart coils

should be from any wrx or sti before DBW cars

from my experience, shortening the WG arm/ more preload is detrimental to what you are trying to solve. boost control will be even harder down low but little improvement up top more spring would help (if duty doesn't) provided the turbo isn't maxed out like Vaughan said.

I would hazards guess you should put a new age TB at least (or with manifold as it has same head pattern as V5-v6). New age TB needs only one aux and PWM.

as long as you are sure this a a standalone dash version, and not their PDM display type of things then yes you will be fine.

Made some test yesturday, Integral is making some crazy things was down to 0.05 and still seemed too high. will tryat 0.02 with higher P and D later this week.

the ecu needs time to recognise that you are in second gear. As you said, ecu guesses the gear you are in thank to rpm and wheel speed. If there was a gear position sens in the gearbox it would know instantly. but in your case, the time you take to release the clutch and rpm to stabilise in regards to wheel speed so the ecu calculation is effective seem to take like barely 0.3s? which doesn't seem all that bad to me. As for a solution to this for your case, I'm not sure.

that's clear now for the difference! in regards to the first paragraph, it doesn't feel right to me, if that makes sens? lets say at 4000 rpm 35% tps, having a boost target of 150kpa as you wrote (wg spring is 0.5 bar) would mean I'm in stage 1 with very high DC at first then stage 2 will try to increase boost at 150 which is lower when openloop, and this is not wanted as I would then get a boost surge when it should actualy be between 0 and 15% duty (solenoid acts only after 15%). Would that then make sens to have a 0 P and 0 D to be kind of openloop in those area and a stage 3 limit to never be reached? and keep the I gain for stage 3 at higher pressures to hit target boost? Or maybe I'm lost in my analysis

I have a question that I can't fin an answer. until now I only ran open loop boost control on my cars. my dad's subaru now has a vf36, very sensitive turbo, to climatic condition changes. I'm looking to start with close loop. until now I've always ran boost by pedal style of control so you have a very linear control of the car. now my trial setup looks like this: https://drive.google.com/file/d/1lV4QTTteAPNlO6UGKWto5SWH9AHwwamX/view?usp=sharing basically I was running similar parameter, with gains of 0 and only a boost target in my upper row. now I added some base parameters and had to fill target table aswell. my question would be, is there a smart way of doing things so that the closed loop is effectively working only above 70% APS? because high boost target will get me stuck in stage one and low boost target puts me in stage 3 very quickly. I don't need closed loop at lower boost levels, only for the upper 2 rows lets say How would you go about it? NB: also, i'm not sure I understand the difference between both base DC mode (2 or 2 and 3)

maybe post a trigger scope of the current setup

for the lean hot startup it is due to heat soak. to combat that, you can use a 4D fuel table with IAT as X axis and engine runtime as Y axis. for higher IATs and for a given time, put something like 10% enrichment and decrease after lets say 60 second to 0 in 30 seconds.

Is there something potentially clogging the tube going to the map sensor? Is there any change the tube get pinched when hot? Too tight of a turn for example...

a calibration resistor is connected to it

I would not put 1kpa difference between boost target and start cut of control range. more like 10 kpa. so boost limit = target + 10 kpa + controle range (here 5kpa)

what does the aux17 frequency reports in PClink when it does happend?

it appears to be the injectors Adam refers to as bosch CNG injectors, and they seems to be fiddly (and big!) so likely some variation there too. less problem with e85 because more volume gets injected and you are likely less in non linear injector zone. I would rather vote to be an injector "issue" than fuel temps. gasoline beeing a mix behave maybe differently in those CNG injectors von temps differs

maybe you can upload the two logs on google drive or dropbox for example. from the data you posted, it maybe be due to injector non linear operation (what injectors are in use?) or also due to different MGP value (cold engine most likely higher MGP) leading to more air but somehow commended IPW is about the same

you will most likely have to tap in ABS sensor wire to the ECU or through a conditioning module then to the ECU (if speed start to read at higher speed without module)