dx4picco

I finally tested it this last week, works wonders.

Depending on your engine capacity I did use a 0280140559 bosch one with one wire on atom ecu and worked great

Quick question, I remember seeing this thread where the ppart number of the 5 pin white connector was given for the canpcb cable that plugs onto the ecu, but I can't seems to put my hand on it. Would you mind giving it again? edit: found it.

I totally agree with your statement and did not understand your first request that way. Boost by pedal + closed loop boost control will for sure bring you your result. I have a similar result that what you looking for with linear WG duty according to tps. Output is pretty linear and repeatable. Even though it may not bring the same manifold pressure at different rpms (you may need different pedal to tps tables)

I mean with a 10psi spring and wide open throttle blade, if you are in the Region where your Turbo can spool you will not be able to target less than these 10psi. How ever you may be able to target 10 or above. You may use a 4 port solenoid and very soft spring to come closer to what you want. Even though I'm not sure about why you would want to do that

Shoot, I just bought a px3 150psi :x

The pressure sensors I know are 0.5-4.5V and not 0-5v. I don't know the omni particularly but I suspect it would be the same. try and rescale 0.5-4.5 for 0-400kpa

you need to use an external host like google drive or others

idle ignition tunning is your best friend, I tried that on a subaru, 16° btdc when cold start and 2-4° btdc when warm to get 1000 rpm idle both when warm and cold.

No, you gonna need to use external host for futur uploads.

-my guess is that you are not getting bangs at the rev limiter because you use the fuel cut. and I don't think you can get bangs with fuel cut. you may consider igntion cut. -to have an effective antilag you need air going through the engine. it doesn't seems you use either a las valve or ethrottle so its gonna be hard keeping boost while having closed throttle -for the launch control, take it with a grain of salt but 0° absolute ignition timming seems conservative and may explain why you are not building boost.

Differential pressure is recommended because that is the way injector work. if you have 3 bar fuel pressure but also 3 bar in your intake manifold, even if you open the injectors there will barely have any flow. as the fuel pressure increases it pushes more on the needle and makes it harder to open, hence higher dead times. As the manifold pressure increases it is pushing against the needle and "helps" the open the injector. This is why the equilibrium of pressure accross the injector (differential pressure) is the important value for flow (cc/min) and dead times

you need to know the camshaft specs (duration mainly) as well as the camshaft timming on the engine (center lobe position for example)

Well I am not sure your plugin ecu is going to run those low impedance injectors. as far as I know plugins do not have peak and hold injector drivers required for it

4D ignition table with gear as one axis.

For the same other settings put different values of injection timming and look at how the AFR are changing. You would like to chose the injection timming giving le lowest AFR (richer) for everything else staying the same.

Setup: Wrx4+ on 98 STI all stock but catback I am having a hard time getting a stable combustion at lower MGP while coasting (-80 Kpa). I already changed injection angle to the middle of the lobe at high vacum to avoid back flow, injector actual PW is above 1.2ms (stock yellow 440s). Plugs are iridiums .7-.8mm gap, regular heat range (not colder) I tend to give it a bit richer, it shows like 0.85 then I say great I remove like 10% VE (relative) and sometime it gets to .92 .95 but can also jump to 1.1 1.2 in that same area any other tips to get it combust right? later ignition angle to let the compression heat a bit more the gases? https://drive.google.com/open?id=1BS0TdvLjExr2qhx_0I8KG7e9tB_Md1lh https://drive.google.com/open?id=16C-DFfbzLxbzUB_icQJwBJK4aWOG4XgK

Is that also thinkable with a X series Wb from AEM? They tell to put a 5A fuse in line but I assume real consumption would be lower?

So theoretically if the VE table is good and the warmup enrichment is off, i should have lambda 1 at cold engine too?

I have a question relative to the modelled equation itself, how much "enrichment" or pulse width adder is there with lower ECT if any? Even though i have the warmup enrichment disabled, it seems to run richer when starting at lower ect (which is a good thing, but i'm trying to understand the background actions made)

New injectors and fuel pump are already on the way but they take longer to come than expected. It is indeed only a temporary bandaid to avoid grenading the engine because of over rev

a friend of mine is running a plugin bmw m50 G4 (fw 4.10.2), and has also experienced the loss of rev limiter once switching to e85 and injector DC over 100%. He uses currently fuel cut, so that seems to be in line with what I've read on here. does the ignition cut will be effective above 100% dc? There is no workaround on g4 for the fuel cut above 100% dc right? Thank you

I'm running the pclink on a slow windows 8 tablett (Linx 7") as well, the startup does take some time (also in the minute range) but then once its up, there is no noticable issues with the speed.

I changed that. Thank you for your analysis. Funily enough it only happened since I made the recent firmware update. It did not idled in this region before.

what would make it run with less mgp in the same ect and iat conditions?