Bethanyc

beth Evo6 170822 EGT New CAN.pclx BethanyC.zconfig

I dont have a vast ALS experience, but I would say not enough retard, you need to get that heat out of the combustion chamber and into the exhaust manifold instead.  I prefer to use the absolute degrees retard mode so that the ignition table doesnt have an influence.  Your ignition is still about 6deg BTDC during overrun in that log (ie 33 in the main ign table -27 in the als retard table = +6)  More typical ignition timing off throttle with ALS would be more like 20-40ATDC.  
And I suspect you probably still need more throttle opening too - best to start with less and creep up on it, but more typically around 15-20% minimum opening.  

@Vaughan confirmed all good and fixed, bleeding air nicely 
 
i am still not happy with my throttle PID, too low P and a little laggy, to high and too much bounce.... i know i am being picky, i might send my spare new throttle across the ditch to see if Link team can get the optimal settings for these 60mm mitsubishi throttle bodies. 
 
 

Release 6.21 is now available. https://linkecu.com/software-support/pc-link-downloads/

Thanks @Adamw for your e throttle help, its working like a charm so far
i am now converting the antilag settings from the stepper which in reality wasnt bleeding that much air to use the e-throttle to bleed air. All my ALS trim/cut tables are set to kick in above 4000rpm and 20% throttle and below. 
is the following throttle map the best way to avoid having 20% throttle all the time and to bleed air only when the ALS tables are doing ign trim & cut / fuel trim ?
AL ICS override table is set to 0
 
Thanks
Beth.    
 
 
 

This is my evo 6.5 RS gravel rally car now running Link G4x plug in and XMS 1.2 display. 
It has all the usual rally mods, 
- fully built motor
- hewland dog box
- Kaaz and cusco diffs all round
- mca gold suspension 
- AP brakes
A few more things planned now it has a decent ECU in it
install was very easy with no surprises. 

 
 

thanks Vaughan and Kris for the ideas, i think now have a simpler way to make it work while keeping most all the IC spray functions.
i checked the logs from the 2 events i have had with the ECU in and as the 2 events were 2 extremes, one at 25 deg day the other at 40 deg, there is a very constant increase in between AIT,Oil and ECT. So i can flatten the input with the mathblock somewhat by adding the 3 values together in the mathblock and using that output to increase the duty cycle. This way if one of the values from anything increase out of the ordinary i still get the benefit of increased spray of the overall hotter conditions. 
 
  
 
 

You could use a GP PWM instead of the IC spray function if you were fine with a slightly simpler activation setup, you would have a minimum frequency of 0.6Hz (spray period of 1.67s) and you could probably get some on/off hysteresis with the activation conditions.
You could also do a Math Block setup with a statement like (Oil Temp > X) | (ECT > Y) | (IAT > Z) which can be used to activate the IC spray (use the math block as the activation input). This wouldn't be increasing DC with temp but would be spraying or not spraying with temp.
Alternatively if you have separate spray motors and enough outputs you could use gp pwms to individually spray just the cooler that was getting too hot.

You want to increase the duty cycle of your IC sprayer basd on oil, water, or air temp?  No a 4D table is only for fuel or ignition.  I think it should be possible using Math channels and PWM output tables if you have them available to set up individual duty cycle tables.  At least that's what I think should work.  Something like if the IC spray function is active - add the duty cycle there to any other duty cycle parameters or something.
Something like this: 

Obviously there would be a lot of freedom in this setup to adjust axis values and break points as well as activation logic and frequencies.  I don't know what is a good operating frequency for your water pump or even if your spray system works by pulsing the water pump.  Regardless I think the logic is doable using something along these lines.  I do find it a bit annoying that you have to assign a virtual aux to an output in order to get it to allow you to actual do something with it as opposed to just acting as a variable calculation.  I think it was possible to use the virtual auxes as stand alone variables in G4+, though I'm sure there's a perfectly reasonable explanation for it being this way in G4x.
I'm sure Adam or someone will chime in if this doesn't seem like it should work, or an on time function based on similar logic using a timer possibly.

Not super fancy, but I use a math block to filter my speed signal with the average function (av). Works really well.

Stage 2 is P&D control, stage 3 is P&I.  Stage 2 intent is to control the final approach to target, if you are overshooting target it is usually stage 2 settings. 
Stage 3 intent is to keep the boost on target once the target has been reached. 
In laymans terms, Proportional is how much the ecu adjusts the DC based on how much error there is.  Too little P = slow to reach target(or never reach target), too much P = overshoot or oscillation.
Derivative effect I find easiest to imagine as how quickly the ecu pulls back the DC when the boost is getting close to target (kind of like like putting on the brakes as you get close to target).  Too little D = overshoot, too much D = boost approach rounded off.  
 

there is no linear oil pressure sensor, it is just a on/off to the dash, you will need to run a remote line to a sensor off the filter housing (dont hardmount) or a sensor on the turbo feed line.