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Thanks Brad :-) I have another question , i take a look at the Fuel system and the Caterham 485R is equipped with a Fuel Returnless system, but near the fuel tank i have a Fuel Pump Control Module (FPDM) with this code: au5a-9d370-fc It's a fuel pump control module from Ford Ecoboost Fiesta/Focus 1.0 engine M1DA. I take a look at the electrical wiring, i have a normal Fuel Pump Relay activated by the Oem Ecu and i think a PWM signal to the fuel pump control module. The Fuel Pump module, is a returnless system with a fuel pressure regolator I have search on the web for a few Wiring for this Fuel Pump Control Module but i don't find a clear information, Anyone have work before with this Fuel Pump control module?

@Adamw ok, i do the test in this week. Another Question is regarding the Coil On Plug. This Engine have the coil on plug with crank and cam sensor, so i can do a direct spark. The car is equipped with a Bosch channel ignitor 0 227 100 211 It work fine with the G4X?

@Adamw , do you have experience with limiting power output with the E-Throttle? The car have a 500 Bhp Power Output in HighBoost Gear, so i need to cut about 80-100 Bhp for have traction in low gear

@Adamw , My caterham have the Barrell ITB , see the picture attached As for safety, is better measure the Ampere supply in the Oem wiring before start with the project?

I'm on planning to do a G4X wiring to a Caterham 485R. This car is powered by a Ford Duratec 2.0 Na with ITB Caterham Drive By Wire, because i want a full control in this car equipped with sequential gearbox. The car is controlled by a Lotus Ecu , a T6 Model (same ecu as the Evora, Exige V6 , Elise S3) Last week i have the time to disassembly the ITB Intake Manifold for check how caterham do the Drive By wire on ITB. They use a Throttle Valve Actuator VDO A2C53279226 for move the ITB by a rod. I try to search on the web some information about this Throttle Valve Actuator VDO and i find that is used in many Audi/VW Diesel car for move the flap in the intake manifold. Before starting with the G4X Extreme wiring, i need to say if i can use this VDO actuator or if it draw a lot of current and the ecu can't handle it.. Anyone can help me or have used before this VDO Actuator for ITB Drive By Wire in other engine/setup?

@dx4picco thanks a lot for the help.. i have look at this but the (status) pushed me in the wrong direction :-)

@Adamw sorry, i forgot to attach the picture I have try to set my Axis on E-Throttle 1 target but i can't see the Gear Value in my option axis list

@Adamw I try to explain what I want to do.. My car is a Turbo High Powered Race car FWD car and I need high boost and power in High gear where the traction isn't an issue. In low gear, traction is at limit and my configuration can't handle over 0.8 bar of boost in 2nd , 1.1 bar of boost in 3rd . The Turbo is an BorgWarner EFR with Internal Wastegate actuator , Borg-Warner have 3 type of waste gate actuator single port. Low Boost , Medium Boost and High Boost. The Medium Boost actuator used in the last season , allow me to have a lot of traction in low gear but in High Gear I can't have more than 1.35/1.4 bar of boost with Spill valve boost control . The High Boost actuator that I want to use, allow me to have a high boost in high gear but the minimum crack open pressure is 18 psi and in 2nd gear I don't have traction. In the market exist the Turbosmart Dual Port actuator, I used them in the past but often fail with a mechanical issue and air leak, in the race the boost pressure isn't the stable, normally low. I want to use the BorgWarner actuator because is cheap and more reliable. The car have a E-throttle and sequential gearbox with G4+ Extreme Ecu, can I limit the power in low gear with a 2nd E-Throttle Table? Limit the Airflow with a blade open only at 80% for example , reduce more the power and can give me the opportunity for use the High Boos Actuator.. I attach a example configuration where i use 3 E-throttle table and 2 virtual aux based on gear for activate the 2nd and 3rd e-throttle table with throttle blade limited at low % for reduce the power output in low gear...this can work? Best Regards

@Adamw , i have a strange value from the CLL lambda fuel correction when i use the throttle, you can see in the log attached Why the CLL lambda fuel correction do this high value? 01-start.pclr Log 2020-11-18 7;30;01 pm.llg

@Adamw I need only a check on the setup trigger1 and wiring of trigger 1 ...if looks ok for you i can try to start the engine :-)

@Adamw i have wired to the engine harness a AtomX in a Peugeot 106 8V NFW engine. The car have only the crank sensor (Vr- reluctor) and the crank wheel is 60-2 tooth . I have do a few crank and log the oscilloscope signal from trigger 1 I attach the calibration, a log with crank and the oscilloscope

@Adamw do you have take a look at log? I check it another time and i see i have some noise on gear position sensor, about 0.01-0.03 V.. do you have similar noise before in a sequential box setup? The gear position sensor is the black hall effect , the magnet on the barrell is clean without debris, the 5V and ground to the sensor is ok.

@Adamw Yes no problem.. this is the link for download the track session ecu internal log .. i have uploaded because it's too big for the forum https://wetransfer.com/downloads/407057b59a6dc8881f730db00062f68120200830221333/097f170cddbce7220aea49712ced114320200830221422/b707d1

@Adamw i need some a clarification about the sequential shift Volt Tollerance. This thought has bored me for a while.. The example is in the screenshoot above.. my volt gear tollerance is set to 0.10 V , 3rd gear volt is set to 2.72V and 4th gear is set to 2.12 V In the upshift from 3rd to 4th, in a closed loop situation, the ecu considered the next gear engaged (4th) when the voltage is 2.12 v + 0.10 V, so 2.22 V... I understand correctly? If i watch all my log, the power is reintroduced very early ...in the screen shoot above at 2.47 V (logged at 100 mS in ecu internal logging).. if i do the difference from 3rd to 4th is 2.72-2.12 V , so 0.60 V....If the power is reintroduced at 2.47 V as the log show, the barrell and the dog ring is about at the half of full travel..(2.12 + 0.30 V = 2.42 V) It's a ecu or software bug? This is for all the gear and in all my log..

@Adamw ok i try with ATI Damper for try to remove the Vibration Harmonic ..hope it can help me

@Adamw , yesterday i go the track for test the new Bosch DBW . The new Bosch don't solve the issue, at high rpm (about 7900-8100 rpm) the throttle close :-( Before install them ,i have check and the throttle plate is flat at 92 % so i have se the e-throttle target at 100% Apmain to 92% of throttle plate. This time the throttle is a brand new Bosch, same as i use on another customer car (same engine) without issue to 9400 rpm with Aem infinity. This is a link for download the log https://wetransfer.com/downloads/362b9b6f679f9914dcc8fcef3293919020200724231110/52ee085967770622040861db2aa6fedf20200724231130/bfa095

@adamw thanks for the input. I have unlock the ecu a few minute ago. i use the trigger scope for set the synch tooth , so i count the edge after the tooth missed so and it's 11 ..possible? And on Trigger 2 sync mode, is ok cam pulse 1x?

@Adamw , ok i try to setting the value for trigger.. I attach the calibration and the screen trigger scope on cranking can you do a check? And for the stock Ford coil i need an extternal dual channel ignitor?

Thanks a lot for the fast reply :-) The Cam crank sensor is reluctor (two Pin), one is the signal and the other i need to connect to sensor ground or to shield/ground pin?

I'm doing a Monsoon X full wiring on a Westfield with Ford Duratec 2.0 DHE420. It's wasted spark (single coil) with camshaft sensor Do you have a trigger setting for this engine?

@adamw , ok .. i have try the last test, it's P6 I0.080 D40.. any suggest for improve or it's acceptable?

@Adamw I have done a few test with different setting and frequency.. For my opinion , the best is the P8 I 0.080 D 60.. what do you think?

@Adamw i have do a few test with the bosch e-throttle with the setting suggested. i do a few pedal move fast and slow and after i set two different value in the e-throttle table.. what do you think?

@Adamw , Yes a damper tuned for a different resonant frequency can figure out the issue but it's easy and less expensive change the E-throttle. I have change the E-throttle to a Bosch Unit 0280750151. Do you have a Pid setting and Frequency as starting point for this E-throttle?

@Adamw i have done a similar setup Honda K20 with K20Z4 E-throttle on a Aem Infinity and i have the similar issue..so i have changed the Throttle body with a Bosch Unit and the problem was solved. This setup was on a Lotus Elise with Kswap engine and 75A Engine mounts, Oem engine and Oem Crank pulley. My car is a race car with 95A engine mounts , stock Honda Oem crank pulley (with damper). Honda use a very tought intake manifold support and normally this is removed due to the weight ( 0.7Kg each). One of this support is bolted near the Throttle body flange, possible to reduce manifold vibration? This question is because i'm a Honda Tuner, and i do some Honda Fn2 Car with 75A engine mount Hondata Flashpro and i haven't this issue..but in this car i have the manifold stand support