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@Adamw The window start then varies widely as it is based on the ignition event. Wouldn't it be more useful if the knock window start could be selected in absolute degrees (e.g. -10°) instead?

What currently is selected on "Aux 2 Active State"? If 'Low', set it to 'High'. If 'High', set it to 'Low'.

Enable your speed lockout, then maybe set it at 15-20km/hr. You will be needing to fine adjust your idle base position table so it also does not raise your idle too much while slow coasting.

In my 4A-GE 20V with ITBs on Pipercross (although this one is still on stock ECU), I made a holder for the IAT sensor between the mouths of 2 & 3 velo stacks. At least in that location, there's little stagnation of air. Sorry, I don't have a pic as the Pipercross is currently dismantled (using stock intake for the moment).

Injection Effective PW = Actual PW - Injector Dead Time - Short PW Adder I don't see how or what you mean lambda controller is not taken into the equation. AFR/Lambda target is taken into consideration of ECU for computation of required injection effective PW...

what lambda controller are you using?

Use the 3D table referenced to differential fuel pressure - if you have a fuel pressure sensor and you have selected 'fuel system type' = FP sensor.

The G4X AltezzaLink ECU has a built-in CAN to BEAN module. Wire-in XtremeX or other XtremeX based plug-ins do not have it.

Try to see here if they've got the connectors/plugs you need. https://www.nzefi.com/products/wiring-and-connectors/connectors/toyota-vehicle-specific-connectors/

Sorry, I didn't properly read it thoroughly before replying... Is it still using the stock supercharger? Are you controlling the supercharger clutch engagement from the Link ECU? If so, then you can just make a GP output with conditions like something below: *ACV is just an on/off solenoid valve... and if I remember correctly, it is only on while manifold is in vacuum.

@Electredge yup... I actually also have that Math Block saved as well. Going back to @DerekAE86, as you may have already figured, you're not supposed to correct the already corrected values in the data logs. ... but about the delay, it is why steady state tuning (in the dyno) is the most accurate way to it.

Sorry, but you're supposed to actually turn off CLL (or any fuel corrections/trims) if you want accuracy on Mixture Map tuning or Quick Tune...

3-wire ISC? Sample settings below: *edited*

What does your current 'CLL Update Rate Table' and 'Gain Control Table' look like? How far is the O2 sensor from the exhaust port? Well, remember CLL corrections are supplementary to just correct small target deviations, but you really should not solely rely on it as it would still be a lot better when your fuel table and 'charge temp approx table' are properly tuned.

@k4nnon Yes, you should be able to see the best injection timing with the highest lambda - but that might only be on light to medium loads as with above 50% injector duty cycle, or high rpms where the intake velocity is high, injection timing does not matter much.

...how about unused CAN Aux? It would function the same. 'Stop Switch' is already a dedicated setting - but you just need to set conditions via GP Output (for additional parameter validation) or just directly to a DI. Up to you.

Make a GP output to a virtual aux, and use that virtual aux as 'Stop Switch' or 'Anti-Theft'.

@k4nnonYou'll get max wall wetting with open valve injection, but not much atomization/fuel evaporation which isn't so good with combustion. That's why it is better to have the end of injection before intake valve opening. @Wanderer Since ECU has built-in BAP, it would be better to use your external BAP sensor as MAP sensor connected to a common vacuum block for fuel compensation.

Wall wetting compensation only applies to acceleration where the fuel to be injected is higher than previous injection cycle. There's no 'normal' value as it fairly depends on the engine intake manifold/valve/combustion chamber design. You'd have to experiment on that, but according to articles I have read, X*Tau enrichment ([fuel pooling/puddling & wall wetting total] * Time) would be around 32% more fuel.

@koracing It is the same for the MonsoonX - fortunately, mine already also has the knock control - but at the cost of losing the use of DI4.

Check the revision number of your AtomX... if it is Version 3 or newer, it should have the internal knock control module connected to pin 6 - so you can wire the Bosch donut knock sensor directly.

Your battery voltage drops too much while cranking - so cranking speed seem too low and so the trigger arming voltages are barely being reached. Also try trigger offset 350° or 360° If there's no IACV, then why you have selected ISC mode 'Open Loop', and Actuator Type '3 wire solenoid'?

All data in the red boxes need to be modified according to the data provided by the injector manufacturer. If you already have entered the correct injector data and still running too rich, then you will be having to re-tune your whole fuel table. You then change the engine capacity while you're at it before re-tuning the fuel table.

I thought I'm overdoing it. It turns out it is really needed, huh? IAT reaches over 70°C in this tropical summer day time.

@Sushpants made a detailed tach modification video there on the link... https://www.youtube.com/watch?v=y2TRMWldaQA&t=241s