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Last week i have do a few track test with the E-throttle setup, downshift blip and the Ewp! All work good but i have an issue with the E-throttle, a few time when the engine is at 8000 rpm , the Throttle close a few % so the TP error accumulator go high. In another time the Throttle closed a very high amount and the Upshift isn't good The setup is with a Honda K20Z4 E-throttle Take a look at log fram 2:00 @Adamw

@Adamw thanks a lot for help me and waste your time for that... The oscillation in the frame 3:29 it's possible to control with more tuning on the Integral gain? From my experience, the Integral gain in PID setup help to control the oscillation , or i can reduce the Proportional ? And a question about the downshift blip in the sequential gearbox with gear lever load knob cell , this based with your experience, is better dab the clutch or i can do the downshift clutchless? I have read different thinks about this, many tuners do that and many gearbox brand don't allow that with a gear lever but only with paddle shift

@Adamw Ok so i can be happy with my setup. I have another issue that bores me, i do a test with engine off and set 100% throttle target at 0% pedal for see if the throttle blade is flat horizontally. I found that is at 95% of throttle Body and it's ok. When in the throttle target table i set the idle value (3.5 %) the blade close, go below the target and next go high. So i say that in the normal use/race use is very impossible because the foot isn't fast as a number...but i'm happy if you can take a look at log attached at frame 3.13.400 Log 2020-04-30 7;51;04 pm.llg

@Adamw, ok i have try with the wheels up off the ground and the downshift blip work! I have a little high error accumulator on E-throttle when i do the blip or i press very fast the throttle pedal.. I have work to the PID... The P from 8 to 6 and D from 60 to 50 don't show me any improvement, but i see with a little high I from 0.030 to 0.1 the error is very low i attach the log with the last throttle PID setting that show me a low number of error during the Blip .. this is a acceptable errore range? In the log i do 3 downshift..

I have attached the calibration used for the log i have another log The car is at 0 speed, clutch pressed and in 2nd gear. I use the lever for downshift for see if the blip work @Adamw @Adamw in The log Test 2 at frame 2.18 can you see the issue, blip throttle, ISC CL go down to -3% and engine stall..

@Adamw , my throttle body position (Tp Main) at idle is 3.8-4% and idle stable at 1300 rpm that is the target with 80°C coolant temp. I attach a log.. i need to go from e-throttle closed loop idle to open loop because i have a ISC CL trim strange when i do the blip...it work as trim very negative and the engine shut off because the throttle go to 0% @Adamw , i attach the calibration so you can see my setting need to be testing tomorrow

In this time of Lockdown, i have go forward with a new improve to my race car. I done this, installing a E-throttle for do a downshift due to sequential gearbox with barrell position and loadcell knob. In the past year i have the Upshift gearbox cut and all work good after few initial trouble with setting and fine tuning. The E-throttle work very good and i setup very well, i need some fine tuning on E-throttle setting but is quite easy. In normal operation it's ok, but with a Blip to 20% i have a few count on Tp target error accumulator, i think it's the PID setting . I have used a Honda K20 E-throttle and the PID setting provided in G4+ Help manual but i think the P is too high , so i try to reduce them to 7 and do a new test. The other question is about the sequential gearbox control for the Downshift Blip. - I read in other post that for a true Overrun downshift blip , the better is to shut off the Overrun fuel cut in decelleration ..this is right? This because there isn't too much time to re-activate the fuel and do the blip..? - In the Gearbox control setting , the TP LOW LOCKOUT , need to be set to 0 for allow the Downshift blip ? Normally the Overrun downshift blip start with the Throttle to 0, so if i set the TP LOW LOCKOUT at value > than 0, the ecu allow only Upshift? Or this is a bug not fixed about this setting? - The DRIVE/OVERRUN TP, need also set to 0? I have do a few test with no load to the wheels and the downshift blip work only if i set this value to 0...The test was do in 2nd gear and downshift to 1st...if i set the DRIVE /OVERRUN TP at value > than 0, the throttle blip don't work.

This is the base map

I take a look at the runtime, the log memory isn't full but the internal log stop

I have an issue with the internal logging....Often after the track session (15 min) , i try to download internal logging file and i see they are stopped automatically.. This is very a bad issue because in the most of track session i don't have the ecu log to check after the race. The log stop automatically and random before the internal memory is full I attach a log file downloaded after 14 minutes of track race..the log record only the start 4-5 minutes and after stop I have used as start condition for the log, a 1800 rpm engine speed

Adamw, i have another question.. For double check in my log, i'm on planing to buy a new barrel position sensor with twin channel output.. Now i have the one channell version and it's configured as Gear position sensor..How i can configure the 2nd channel ?

Adamw, Bad news for an setting update...:-( It's not possible to do it with a Virtuax Aux?For example activate a rev limiter with cut when the gear lever force is over 60 Nm or volt and start a timer for the rev limiter cut as 60 mS? My sensor not detecting the gear properly because i used a low volt tollerance 0.06V and the sensor signal often have a +/- 0.03 fluctation only in 3rd gear(Exampòe..the 3rd gear was set to 2.14 and often after the upshift o downshift i see 2.24 Volt that is out of volt tollerance), 4th looks perfect at +/-0.01 . This happens after a Box rebuild, before the signal was stable and perfect with 0.01 volt fluctation. I have check the +5V out to the sensor, the ground but all looks good. The magnet on my barrel is clean with no debris . I have try to rotate the sensor on the box cover to 20°, i re-done the gear position setting and now after a few upshift and downhisft with no load to the wheels, the signal are more stable.. I attach a log and the calibration , the log show the few upshift and downshift in sequence new gear setting.llg new mods- boost control - gear setting.pclr

This is what happen..

Adamw, I have an opposite situation.. the sensor report a signal Little low that is out of the volt tolerance so the ecu show me 0 gear but in real I’m on 3rd.. I pull the lever for upshift and the ecu start the cut from 0 but after 8 mS see 3rd gear and end the cut in 8mS.. so if I have a minimum shift time at 70 mS the power is not reintroducing early

Adamw, it's possible to set a minimun cut time when the cut end is set to barrel position? This can help in a endurance race to minimise damage to the box if the gear position sensor or other fail.. So example..if i have the low upshift time at 85 mS, i want to set a value for minimun cut time to 70 mS

I have a Honda S2000 F20C My 2000 customer car that need a race ecu and i'm interested to use the Link G4+ Extreme and do a full engine wiring harness. The car have the stock Dashboard so the coolant gauge work with a multiplexer (can honda line) direct to the Ecu stock. My question is about the stock coolant gauge, it's possible to have it fully working with the LinkG4+? I have used a few times for the Honda S2000 an AEM Infinity ecu and all work good, the coolant gauge also and in the Infinity Instruction , Aem tell how the stock coolant gauge work... I attach a screenshot , hope anyone can help me :-) this is the table setting about the LS6 in the Aem Infinity calibration

Mapper, i have check my log and the cut stay On when the gear detected is 0

Mapper, i have try with 20% fuel enrichment in one track lap and i can't prevent or soft the big bang in the exhaust. I'm about interested to your value about the fuel cut 60-85% and 40 deg retard... In my experience, low gear need more fuel cut % than the high gear. The 40 deg retard is interesting, with only 15 degree retard i have a power reintroducing too soft and the engine bog... In my car, at full boost the ignition is 15-16 ° Btdc, so if i retard more than 10 °and more than 20 mS time , the power re-introducing is too slow and i feel a loss of power in the upshift. The gear 0 detected between the shift is strange . I think the ecu use the strategy looked at the start of upshift and they don't change if during the upshift the value gear go to 0

Adamw, after some track test with the race car i have interesting data about the shift cut strategy.. All test was made in the same track with same car setting (tyre, power level etc) - Ignition cut at 90% , ignition retard -10° and no Extra fuel trim in the shift cut strategy. Pros: cut instant, fast and hard, no fuel lean after the cut end strategy , no gear re-bounce Cons: Hard bang in the exhaust that can destroy the turbo /manifold and also engine - Ignition cut at 90% ignition retard - 10° and add a fuel trim +10% in the cut strategy Pros: cut instant , fast and hard , no gear re-bounce Cons : Hard bang in the exhaust and the 10% extra fuel trim don't solve the exhaust bang. The exhaust bang is same as without the +10% fuel trim - Fuel cut at 90%, ignition retard -10° and No extra fuel trim in the shift cut strategy Pros : shi ft lever feel smooth , no exhaust bang Cons : cut not instant and fast as the ignition cut ( i use a low Gear lever force Nm for start the cut before), and if the shift Lever travel isn't full and very precise i have a 2 time a gear re-bounce (shift from 3 to 4 and the box return in the 3 th gear). A lean situation after the gear cut strategy end - Fuel cut at 80% , ignition retard -10° and no extra fuel trim in the shift cut strategy Pros: shift lever feel smooth than fuel cut 90% , no exhaust bang Cons: cut not instant and fast as the ignition cut, 1 times a gear rebounce and lean situation after the cut strategy. So for the cut power is better the ignition cut (it's fast and instant and i haven't gear re-bounce) but the downside is the bang in the exhaust. Do you think with a low % of ignition cut, the exhaust bang is reduced? The other test is reduce the ignition cut % to the number that can't give me a dog disengage for see what is the low % allowed for the dog disengage and after try to use a little high % than the minimun finded but not too much? If i use a 10% fuel trim in the shift cut strategy, this can help me in the lean situation after the fuel cut strategy for upshift?

Adamw, this is some picture about the wiring from the customer car

i have a Mitusibishi Lancer Evo9 with the PlugIn ecu and a Aim MXS Strada Dash installed, but i can't see any data to the Aim Dashboard. The Aim Can wire is connect to Can1, i have check Can High- Can Low wiring and it's ok. My Aim Ecu Stream is set to LINK-CAN_BUS_BASE_LCC and the setting on the Link Ecu CAN Setup is in the picture attached . I take a look at the runtime value for the CAN1 and i see a error, in the picture attached can you see the Runtime Error for the Can1. I have switch the can connector to CAN2 , setting them proper and the error appear in the Can2 Can you help me?

Adamw, don't worry for the slow reply :-) My "start shift validation time" is set at 2 ms. My upshift gear lever force is set to 44 Nm , i check a few log and the cut start before the barrel move (i take a look at gear lever force and barrell mV value). I can try to low the upshift gear lever force a bit but i think i can have false trigger when in the track.

Adamw, thanks a lot for the awesome explain !! Your explain is about same as my when i see the log after the race . The cut time in high gear (3-4-5) is about 70-80 mS and it's not bat for me, it's the time that i expect from this type of gearbox with shift lever. I think it's possible to improve- reduce this time with modify the mechanical rotational mass (more light flywheel and racing clutch without with small diameter unsprung). The logs show the power is re-introduced with the barrel is still moving, normally this can cause premature dog wear... What i can do for have the re-introduced power with barrell stopped? I can play with a lower gear tollerance? The lever fell smoother but not smoother than if i dab the clutch for the same shifting.. In the first part of lever pull i feel a hard shot ("tac ") with the Upshift and this isn't present when i dab the clutch or left the foot from the throttle to unload the dog... I have the same issue a few month ago when i used for the Gear cut the Geartronics EasyShift Ecu (coil cut) in closed loop mode. This strange feel in the lever i think in the log is showed by the firs peak of loadcell signal..

Adamw, thanks a lot for the helpfull reply . Very interesting the strategy for quite the exhaust bang with add fuel in the shift...normally i see the opposite, so cut the fuel at 100% for don't have extra fuel washing the exhaust with ignition retarded. I want to remove all bang possible due to better life of turbo and exhaust manifold. I take a look at my gear lever force and i see the dip of force but if you can see and give me some consideration about that , this is very helpfull for me :-) I have a internal log at 100 Hz of my track session , so i can upload and you can take a look at my gearshift parameters. I logged at 100 hz all the shift parameters.

I have a G4+ Fury installed in my race car with sequential gearbox. The ecu is awesome and all work very good. I need only a few clarification about the Sequential Shift Parameters/setting . As i mentioned before, i use the ecu to do the Shift cut for my Sequential Gearbox in Closed loop mode with Loadcell Knob and Gearposition sensor with Ignition cut % set at 90% and a Ignition Reatard at -15° for reintroducing torque strategy at 20 mS. In the Last weekend i tested them on track and when i do the Upshift strategy i have a big bang in the exhaust . it's normal because i cut the ignition at 90% and the rest 10% is retarded at -15°. I set the retard to -15° because i feel the shift lever smooth than a -10° retard. I have try to set the Fuel trim shift cut to a negative value to reduce the fuel amount in the shift cut but it's not possible to insert a negative value. How i can remove fuel in the shiftcut strategy to reduce the bang in the exhaust? In the log i take a look at Gear Parameters and when the barrell move, the Gear number go to 0 for a little moment during shifting. My Gear tollerance is set to 0.1V because i want the shift cut quite safe. If the Gear tollerance is low value, the power re-engage is safe for a full dog engage vs a high gear tollerance number?