essb00

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

Ummm... If I may butt in, the way I see it is that you have purchased an ECU with all the specs black & white and that's all you get. Link has the intellectual property for the PCB pinout diagram which surely they won't give out --- as surely any other ECU manufacturers wouldn't. Just if ever you figure it out yourself and made modifications on the PCB, be reminded the warranty is invalidated.

I suggest leaving the manufacturer-provided injector dead time data as is. You already pointed out the non-linearity of the flow rate, so you should not expect that method with multipoint group 1/2 cycles would get you something good (as you only keep lowering the pw with flow rate into non-linearity). Focus more on the charge temp approximation table (try engine rpm vs MGP as with the help file). Disable your IAT fuel corrections.

1. Get an ethanol sensor - so you can use 'modelled-multi-fuel' where you can specify injector characteristics for each fuel blend end range you use (e.g. pure 98octane & E85). Sample below. *Default fuel main & injector setup data for 98, multi-fuel data on E85 section. 2. You normally start with the injector manufacturer-provided dead time data, and tweek +/- from there. This would be very hard to just 'guess' especially on high flow rate injectors where there's a big chunk of non-linear region when you graph volumetric flow vs actual commanded pulse width. 3. Different fuel charge cooling coefficient for different blends can also be set from 'modelled ' multi-fuel' mode. 4. Charge temp correction would be very complicated to figure especially in non-consistent/non-repeatable conditions - that's why expert tuners recommend have this done on the dyno.

Ummm... You're supposed still to have warm-up enrichment up to 70°C. While any warm-up enrichment is still active, any fuel corrections would be counter intuitive.

I just noticed, does your fuel pressure regulator have a MAP reference vacuum/boost hose (for fuel pressure compensation)? It seems according to your log, fuel pressure does not rise with boost. Fuel pressure even dips on some points - which may also be an indication your engine does not have enough fuel flow from the pump.