VtrSp1

@Adamw Ok cam level synch mode and timing light for check everythink work ok?

@Adamw , ok so i need to modify the crank wheel as in the information provided in the help manual ? And for the trigger 2 setting i can use cam pulse 1 X and next use the timing light for do the job? @Adamw a configuration like this can work?

@Adamw do you have any input for solve this issue? if I modify the crank wheel to a normal 60-2 and modify the cam wheel removing a few tooth and left only one I can set the trigger as 60-2 with cam pulse 1x ? in this configuration the VVT work?

@Adamw it run on 4 cyl perfect! I use the throttle and the engine run perfect, idle stable at 4 cyl! I have check and the camshaft are oem Renault F4R Clio 3 VVt with oem trigger wheel on them . - I take a look at the oscilloscope and the gap in the crankwheel is near the sensor when one camshaft tooth is in front of the sensor..this can cause the not synch on Clio 3 VVT trigger? - In the log with the cam sensor connected and engine running, the VVT work but with a target of 12 ° on the table, the cam is at 25° about... i need to change the Offset VVT? - This Sunday the car need to race in a track event, so I can use the Clio 2 trigger with cam sensor connected for VVT , check the timing with the timing light , tune them on the dyno and race?

@Adamw yes it start and often start with the cam sensor connected Attached the calibration used and the log with engine running at idle And yes it start about 50% of time!

@Adamw Yes i can try with Clio 2 Trigger mode and cam sensor disconnected for see if help.. But my car have sequential injector and COP single spark not wasted spark system! Possible i need to change o swap the wire on cam sensor? the team need to remove the gearbox for clutch change before the race, i can do the modify on crank trigger wheel easy.. It's better to do that? With the modify, the VVT can work?

@Adamw i have try with the new setting from you advice.. First i have reswap the sensor wire back to the old configuration. The car start but run at 2 Cyl with trigger offset -86° and have the trigger 1 error go high when run at 2 cyl. I try with other trigger offset 274, - 274 , 86° and the car don't start . I have try to reduce a lot the trigger 1 arming threshold at 0.3 for 500 , 1000 and 1500 rpm and it not help. The next test i have do is a multi-tooth missing 60-2 but it don't work with trigger 2 cam pulse 1x , try this configuration with different trigger offset don't help . The next test i have do is a multi-tooth missing 60-1 , 59-1 ,59-2 but don't start. With the trigger wheel mod on the crank as in the help manual, the car can run with sequential injector , COP and the VVT?

@Adamw ok thanks a lot for this inputo , tomorrow i test them and report back. I have another minor issue, i have wired to the digital input a switch for starter signal and and Aux as Starter solenoid to a a relay. I have configured it as Normal but when i crank with start signal digital input ON the engine after 2-3 second the ecu switch to off the Aux for the solenoid relay

@Adamw Finally i have installed the ecu and wired them.. I have a few issue with the engine crank.. I have set the trigger as Renault Clio 3 RS VVt, this is a Renault Clio engine F4R with VVT, crank sensor reluctor and cam sensor hall effect on intake camshaft. Coil test done , Injector test done but the engine don't start.. a few time it start with big bang in the exhaust.. I have check with the timing light at 0 degree TDC and the sensor is at 86 ° I have try with some trigger offset 86 ° , - 86° , 272°, -272 ° and it don't help The trigger wheel on the crank is the 60 - 2 with the long tooth Renault i have try to swap the crank sensor wire but nothing change I attach the scope graph and the calibration. It' s better to test with 60-2 trigger mode or milling the tooth as the information in the manual?

@Adamw , i 'm ready for the first test on track with a customer Lotus Exige 2ZZ Toyota with Sequential Gearbox but i found an issue...i don't say if is a software bug or my error on calibration The Gear Lever Force Volt work correct but the Gear Lever Force Newton stay flat to 0 or sometimes is a strange value.. I attach a calibration and a Log

I have a customer with a ST185 Carlos Sainz , but i read on the ST185 instruction that is not suitable for the Carlos Sainz Version. On many shop i read the correct version for the Carlos Sainz is the version for the ST205.. it's correct?

@Adamw , In the next few days I will have to perform a G4+ installation on Renault Megane Rs with F4R engine VVT. I search on the forum but i don't find too much info about the Renault F4R engine. The engine in this car is the same as Renault Clio Rs III with camshaft and crankshaft sensor on the Intake Camshaft . In the engine Head i have the VVT Valve , 2 pin connector. The crankshaft sensor is a 2 Pin reluctor Vr sensor and the sensor con the camshaft is a 3 pin so probably Hall effect. I see in the help manual engine information , there is a few trigger instruction . As for the wiring, trigger 1 is the crankshaft and the camshaft need to be wired on trigger 2. In the Trigger list on G4+ i found the Renault Clio III RS trigger setting, it's a good starting point?

@Adamw i worked for the cut after blip and the best solution that i find is use a 2nd Ignition Table activated by a Virtual Aux. I try to use Virtual Aux 3 with 3 condition , 2 condition related to GearShiftStatus and the 3rd to the Aps % As GearshiftStatus i use the value 4 . I test them but don't work.. Can you test with your simulator?

How fast is the G4X compared to G4+ when the ecu need to validate some condition in Virtual Aux for switch to Aux? Recently I made some test and measurements on G4 + and to validate a Virtual Aux with 3 conditions linked to an Aux with other 3 conditions it takes about 10 mS. The G4X with fast Cpu need less time? Has anyone ever done this type of measurement using the internal log at full speed?

Normally for this sensor I use the Std NTC Bosch Calibration from the Link sensor list

@Adamw , i have a 12 V Air compressor for move the rear wing with an air actuator on a G4+ Xtreme I wired to a relay an Aux Inj 5 Output as Gp output and i have a Air pressure sensor on the reservoir wired to An5 Voltage. I want to start the compressor when the air pressure is low than 550 Kpa and Shut off then at 650 Kpa. If i set only the condition 1 less than 650 Kpa , the Air compressor re-start very fast and shut off fast. This isn't good for it...i need to have an Hysteresis from 550 kpa to 650 Kpa Can you help me on set the two condition for do that? If isn't possible with the only two condition in the Aux Inj 5 , i need to wire it on Aux? I have all the Aux full but if the E-throttle Relay function can work in the Aux Inj5 , i can Swap the wire between Aux 8 (Now E-throttle relay) and Aux Inj 5 (now Air compressore Wing).

@Adamw , i do another G4X platform installation on a Lotus with 2zz-Ge and sequential Gearbox.. As trigger i set the Toyota 2NZ Vvti and i do a trigger scope.. Can you do a check? The ecu isn't unlock for now, i wait the unlock code..

@Adamw thanks a lot for the help! Another question, can i do a Blip and after the blip a ignition cut for create a period of positive/negative torque? or i nee with a virtual aux activate a 2nd ignition table and in the 2nd ignition table i set -30 ° as ignition cut?

Often in the race, i'm slow with the hand to the lever during downshift and the engine rev it up , so when i re-engage the clutch is not smooth

@Adamw ok but if I set the end mode as time fixed, the Upshift is not on closed loop barrel position

@Adamw , now in my car i have sequential gearbox and e-throttle with the downshift blip that end when the next gear is engaged.. There is any option for end the blip in a fixed time?

@Adamw , i use on a few race car with G4+ Ecu the strategy explain in this forum topic with great result Now i have the first G4x ecu Xtreme with a 2ZZ-GE Toyota for a race car and i want to translate this setting to G4X. I have do that in the calibration attached, can you take a look if is a correct setting?

@Adamw i want to disengage my traction control when the non driven wheel speed is over 120 km/h..It's possible to do with a Virtual Aux or another mode?

@Adamw Adam, ok if in the future will be available for G4X I can switch ecu..! at the present, can you help me in writing a few basic logic for do the upshift and downshift ?! For the downshift at the moment i think is better dab the clutch. For the upshift, i can use a condition the timer and the ignition cut percentage ? if I use the ignition cut percentage in the six condition, I can’t change gear where the cut isn’t active so probably is better only a timer condition For the neutral and Reverse barrel I can retain a little lever . My goal is install the hardware and start in a open mode with the G4+ and then switch to G4X when the upgrade firmware can do it

@Adamw , i want to do a paddle shift conversion to my sequential Gearbox. I say that on actual link firmware there isn't a support for paddle shift system but , is possible to do it in a simple mode with digital input, virtual aux , timer and aux, without any type of safety strategy? The example is, now my gearbox is controlled by closed loop load cell knob and gear position sensor . So in a paddle shift conversion , i remove the lever and load cell knob replaced by 2 paddle shift, one for upshift and other for downshift. The paddle shift switch is wired to a digital input (example DI1 for upshift and DI2 for downshift), so i can select as start shift mode - digital input and end shift mode the barrel position. When i use the paddle, the ecu see the input, so: - for upshift the ecu need to cut the power and after this (timer), the ecu need to send a signal with Aux to the air solenoid for uspshift. When the ecu see the barrel position to next gear, the cut end and the aux for the air solenoid go to Off. - for downshift, the ecu need to blip the throttle and after this (timer about 0.05 second) , the ecu send a signal with Aux to the air solenoid for downshift. When the ecu see the barrel position in next gear , the blip end and the aux for air solenoid go to off. Ok this is a paddleshift system without any "protection" but i'm the builder of my car so i'm an advanced driver and tuner and i know that if i press two time fast the paddle, i haven't any strategy of backup of course and i can damage engine and the gearbox.