dx4picco

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)

if your engine has a LTT of let's say -10%, that would mean that in that particular cell which is not that well tuned, the engine needs 10% less VE to run stoïch. Now why would you need to disable that, even on startup? saying that it is counteracting your cold start enrichment is also weird, and would rather lead to change cold start parameter, because actually tuning the VE cell will require that anyway

are the widebands sensors connected directly to the ECU, or through AEM controler? if to the ECU then there shouldn't be anything related to AEM scaling?

I suppose it has to do with the wireless connection function of the G5 voodoo. You will possibly have more than one ECU in the WiFi range to ba able to connect to, so you would have to chose. Unlike when there was only USB connection, where there is only one possible ecu to connect to, which is the one the USB cable is from.

if your relay is rated for more amps than the two fans could pull then yes no problem for that

where is your IAT sensor located?

I have been putting around, and I am wondering if you guys could share a bit more about how to use the fuel and ignition cut during ALS. nothing too serious, no rally or autocross car, just for sake of trying and understanding I am familiar with how ignition retard works and fuel trims. Currently I would retard as much igntion as possible with +20% fuel trims (EGT limit) and then opening ISC until I'm not comfortable with push. Now if any of these Fuel and ignition cut help with EGT and push while maintaining good throttle response that sounds like a win If let's say both fuel and ignition are cut 50% of the time, are they cut on the same cycles? or randomly (so that some fall on same cycles and some fall separate). Is there a point where too much is too much if it doesn't have that bad of an impact on EGTs?

I did get the same graphical mess with 100% scaling today. Had to restart pc link

Not g4x. 2016 is too early for it

Tried, it. I don't think it was going the right way. https://drive.google.com/file/d/1bJac7hmC33TdKG19hzyOSFYzYOs8orQs/view?usp=sharing after 4 unsuccessfull starts at 200°, I switched it back to 400 like it was and it stayed on. then after the start I tried changing injection angle, 180 and 200° were leaning things out about a point, and 220° maybe one or two tenth. I take it that this engine prefers 400° en injection point?

Hey Adam, It is indeed. Around 65-70 E these days. That is also the case regarding more or less fuel. It seems more pre crank has negative effects. Less cranking is a bit worse and I am a bit reluctant to put even more than what currently is for cranking enrichment. I will try that injection angle tip. "Funily" Enough my gc8 with 850cc injector starts up extremely well in comparison to that 2006 jdm engine. Even on ethanol. Would it be only injector spray/atomising related? I didn't think and I hoped these id1050s were not so big so that I wouldn't get these issues

Hello Adam, it doesn't seem to have make a difference to me? here is a log with 0% instead of 70% WW. https://drive.google.com/file/d/1mLCZRb6EkW5DpT0vPD90rkN3pkt8oNUH/view?usp=sharing maybe it has but temp is a bit different from yesturday. so still 3 attemps And merry Christmas

AS long as it is a g4x plug in ecu yes it has

Hello guys, I would like to peak your mind on what I could potentially improve for the cold start to be more reliable. As you can see during the log, under 10°C cold start starts to be miss then run, up to 3-4 miss then run. today it was two miss log: https://drive.google.com/file/d/1RnpSC8q5dWvVPJX2XaNd9Lz1TawckfiM/view?usp=sharing map: https://drive.google.com/file/d/1aE-3pE4kjAQAUoziV54-SYHiGGdnZTOb/view?usp=sharing I can see the ethanol content "bug" that was reported by someone else but it is not affecting my case. it seems like more pre crank prime doesn't help, maybe it tends to wet the plug? The log you can see is about the best I can do. Injectors are ID1050X2. engine is JDM EJ207 stock engine with my06 DBW. What do you guys think? what else should I try? even more cranking enrichment? thanks for your input

I would say use the same device for input and system voltage. you are never sure there isn't a ground offset between the pdm and ECU

yes

when the voltage measured between ECU AnVolt and ECU sensor ground pin, differs to the voltage measured on the sensor pins itself (Signal pin to ground wire)

what is the max boost you are trying to acheive? 4 port may help a bit when plumbed that way, but yes still sensitive. if your max target boost isn't too high, only plumb it to the bottom port it will tame things down alot

there is a calibration resistor in the lambda sensor plug. all 6 wires are used by the canlambda and need to go to the sensor plug. no trickery going on.

Like Adam mentioned, the data he provided is with "Link injector driver". Injector will always behave a bit different depending on the controler, so rather than generic data, use the one which is closest to the ECU