essb00

You generally don't need back EMF protection for low current inductive loads such as injectors (high impedance, switched low side). Ignition drive triggers won't really need a back EMF protection as they are switched to high (to trigger external igniter or 'smart' coil-on-plugs). Back EMF protection is mostly needed for injector drive or ignition drives repurposed to control higher current inductive loads on PWM (like solenoids). For more info, you can refer to the help file under 'Wiring Information > Output Wiring > Auxiliary Output Wiring'.

@remski2 As I mentioned, those were samples (I just made those quick, as my tune files are on the other laptop). I surely got the tables setup differently in the actual tune file in use.

1. Use the RPM limit - 3D table (with differential fuel pressure in one axis). 2. Use GP RPM Limit for oil pressure. Samples below:

Your MAF is not reading correctly. Check the connections/wirings. What's your reference for having 14.7 AFR? You do not even have any lambda sensor selected in your tune file - only NB o2 sensors (as GP analog) which also are not having any calibration table set.

Try to bump the Trig 2 arming @500rpm to 0.3. Then also attach a short log while you're having the hot hard starting.

What you have in mind for the connection of wideband O2 seems correct --- but I also recommend getting a CAN bus wideband controller (Link CAN Lambda, 14Point7 Spartan 3, or others above mentioned by Confused). For the IAT, it should be An Temp input & Gnd (sensor). If you'd be using a free An volt input instead for temp, you'd be having to connect a 1k-Ohm pull-up resistor.

It should also be possible for you to make it work using a USB-C to USB-A hub. I don't think software updates would be able to make it work (without a hub) in the future as the switching of the USB mode (client or host) is controlled by the BIOS --- that would be under the scope of the laptop manufacturer.

I had similar problem with my newer laptop. The ECU is not getting detected when connected directly to USB port --- but is working whenever the ECU is connected to a USB hub instead. USB-C to USB-A or USB-A to USB-A hub both works for me.

Wait, there's more... The ECT lockout temp should be on your normal operating temperature where there's no more cold start warmup enrichment. The startup timer lockout should also be at least 30 secs so that the wideband controller & o2 sensor would have enough time to self-calibrate and heat-up.

Your CLL Gain Control Table has '0' values on them. You also might want to increase the update rate on higher RPMs where there is more exhaust gas flow on the O2 sensor. Try something like below (you might need to make adjustments depending how it reacts for your engine).

If you have set the injection mode set to sequential and depending on trigger mode selected, the ECU has reference which cylinder is firing ignition. The knock window will be for each cylinder that is firing for each cycle. Post a copy of your tune file (*.pclx).

No, vacuum lines would not matter with engine not running as MAP & BAP are both reading atmospheric pressure. What are the current readings of MAP & BAP while engine not running?

If the MAP reading is too far out from BAP, then it means your calibration table is incorrect. With engine off, MAP & BAP should read +/- 5kPa from each other so you can calibrate.

Your MAP sensor is not working on that log - it is reading almost as BAP. Check the vacuum hose from intake manifold going to the MAP sensor.

Ign 1 must go to igniter (not directly to coil).

That's a G4+... your ignition table is not yet set (all are on 0°)

Some points: As of the moment, your An Volt1 as BAP does not have a selected calibration table. You must select one in the list, or make a calibration table then select it. AtomX already has an internal BAP... If you have a common vacuum chamber with lines from each of your ITBs, it would be better to use your sensor in An Volt1 as MAP.... Then select equation load source = MAP. 50ms master fuel is too much for 450cc/min (4) on 2000cc engine. Accel enrichment sensitivity table is additional percentage based on fuel table, not ms. The accel cold correction table is a multiplier to the sensitivity table.

If you have "Idle Ignition Control" on, startup will be based on "Ignition Idle Target". After the idle 'startup hold time' and 'startup decay time' have elapsed, only by then it will make idle corrections with help of the ignition timing advance/retard (depends on your max/min clamp and proportional/derivative gains). Pls share your tune file (*.pclx) and short starting log file (*.llgx) here so we can have a look.

What ECU? You can only connect the LSU4.9 directly to a Fury/FuryX/Force GDI/Thunder. All other Link ECUs you need an external wide oxygen sensor controller that will be in between the oxygen sensor and the ECU.

Sorry, I was looking at a different tune file and thought I was looking at yours... I have edited my comment above.

Your Ignition Switch (Digital Inputs) is configured to Off - put it to Always On Do a short log while trying to start, plus also do a trigger scope log then post both logs here.

You had a trigger error as it reached 400rpm (at the time also ECU disconnected from PC) that's why crank hold time was skipped.

I believe this simple sample setup would work for you - fuel main for E10, multi-fuel for E8. It would though be best if you use an ethanol % sensor so you won't have to select the switch manually. Difference would be too small to notice at ethanol 2% variation. It would be safe to just tune with E10 then forget about it.

You nee to fix your idle ignition table. The values on the table are used as is - not as corrections from main ignition table. Also increase your idle proportional gain.

Then I guess it would be best to make a GP RPM Limit based on fuel pressure.