essb00

Thing is, rich misfire or ignition misfire would also indicate lean lambda values and read by wideband. If you plan to cut ignition you'd have all the more lean lambda readings and it will keep going until your conditions are no longer met or engine has stalled. Best would be to properly tune, then aided by knock control.

You could get 'faults' as each aux output have internal pull up/pull down. You'll get annoyed with the error/fault codes. I second dx4picco... Use multiple virtual aux, then the final one is set to aux output. You save get to save aux outputs for use with other stuff, you also avoid complications with wirings.

Your wish is already there in 'Modeled - Multi Fuel' fuel equation mode.

Blowing pressure on it then calibrate really won't work. You need to be able to let software know that hardware is physically there. If it has 7Bar internal MAP sensor, you must use the basemap with 7bar... If it has 4Bar internal MAP sensor, you must use the basemap with 4bar... Since your MAP is reading lower than BAP right now, then I suppose it is the model with 7bar MAP sensor .

Should be: Signal return = SENSOR Ground Green Signal Line / TP = AN VOLT 3 Yellow / Black VREF = SENSOR +5v Red / Blue

How about putting one or two diodes (1N4001 or 1N4007, etc) inline before DI to further drop the voltage? I'm thinking there's a resistor parallel to the stop/brake switch for wire break/fault detection of the stock ECU that's why voltage is not fully dropping down to zero.

Launch Control/Anti-Lag is not available on Atom/AtomX.

kPa = for MAP limit RPM = for RPM limit Same principle applies with the limit control range, hard limit activation, etc. ...but yeah, the help file is generalized for RPM limit so it is kinda confusing if you're setting up MAP limit and not yet familiar how it works.

If using Aux outputs switching high side, no need for fly-wheeling diode. If using Aux outputs switching low side, no need for external fly-wheeling diode (there is one built-in for each Aux output). If using Injection & Ignition outputs used as Aux switching low side, external fly-wheeling diode recommended.

According to you log, warmup enrichment is active. Your warmup enrichment table values might be too high though. You need to tune your fuel, ignition table, idle control, etc. Don't rely on closed loop lambda - it is just there to make small corrections on your lambda target.

Tune file = your basemap file (*.pclx)

Instead of trim on bank 1, try to add fuel on bank 2 (negative value on individual cyl fuel trim table). It would also be good to check your ignition system especially bank 2. Your CLL actually reacts too slow and very little corrections because of 0.00 in gain control table.

BTW, the Lambda inconsistency you're referring to when cold is the warm up enrichment - that is normal (as that's what you have set), but you need to zero out warm up enrichment at 70°C as CLL would already activate and would cancel out the warm up enrichment.

Dashpot offset would only be effective if the needed idle base position is more or less close to the currently needed idle position % to keep steady idle. Like the ISC ignition control, the closed loop ISC could only correct small idle speed deviations from target, not to make drastic corrections. You will be having to follow the open loop ISC tuning in the online manual, then whenever you have the parameters (idle base position, all offsets, min/max clamp, integral gain, etc.) near what is required to keep idle target, then change it to closed loop, then further fine tune.

after you enter new values, you have to press enter, then click done.

That is same in G4+ and G4X. I did that one on G4+ Pclink... You can set the X axis parameter to 'none'. ...I can't seem to access your shared link.

Make a GP RPM Limit looking like this (just modify accordingly)...

Try changing the trigger arming threshold to the following, then try again.

That's a problem on Windows, not with PCLink software... On Windows Display settings>Scale and layout>Change the size of text, apps, and other items Choose 100%.

10% may be too much... try to play around 2-4% dashpot.

Your idle ignition control settings look good. It is just that after releasing the throttle, the idle dips before settling up again to target idle because of too low idle base position, too low ISC minimum clamp, and dashpot offset being zero. You would want to have the ISC min clamp and idle base position being close to the idle position % for the ECT value you have on the idle base position table. I suggest you do the open loop ISC tuning in the online manual, then whenever you have the values near what is required to keep idle target, then change it to closed loop.

Idle ignition control is supposed to help with small idle speed deviations from target. Idle ignition control being erratic means it is doing its job - but its effectivity well depends on the settings you have (idle target/max clamp/min clamp) especially proportional gain and derivative gain. Post your tune file.

Some thoughts... AFR too lean. Why do you have Master Fuel -35%? Turn on ISC Idle Ignition Control MAP lockout - put a little bit higher value as your idle MAP touches up on it. Integral Gain - you may need to set this a little bit lower to minimize oscillation Min Clamp - your value is too low Idle Base Position table - values too low for target idle So, you need to follow the open loop idle speed control procedure in the help file. If you've gotten the idle close to target, by then you can change to closed loop idle speed control.

You're still getting trigger errors there. Do a trigger scope log then post it.