Timboj

If you're struggling to find a remote tuner then HP Academy and Evans Performance Academy are both fantastic resources for tuning on a Link and in general. Either will be able to upskill you pretty quickly in terms of understanding the various concepts and functions, and getting you up and running. If you're attempting this at home I would say at the bare minimum you would need wide band 02 sensors (at least one) and tune your VE table around safe AFR targets. Leave most of the base VQ settings (AFR targets/ignition timing etc) provided by Link, but adjust for injectors and fuel type. That should be enough to get to a tuner -maybe try to stay under 3/4000rpm until you're tuned to play it safe. That's where I started.

Would you mind taking a look at this log/map? I zeroed the feed forward, played around with the PID and got it to what I thought was pretty good in terms of target v actual. Then after a short drive came the dreaded post-throttle blip oscillation. https://drive.google.com/file/d/11MtAY5lPMSPbg_iJAfugEA-mJ4K26KkW/view?usp=sharing https://drive.google.com/file/d/1ZE7bKd_CpzO-yhMLJBsafuclvRR5ehey/view?usp=sharing Is there something else going on here? This oscillation issue has only existed for me sometime in the last few months, and making any changes to feed forward was something fairly new to me too (previously 0), so I'm wondering if there is another value/setting that could be contributing?

So I've done another run with PID Setup on the eThrottle. How does one interpret this? By my eyes the feed forward looks fairly steady, as does integral. Do I read this that proportional/derivative need to be reduced? Edit- and is the correct approach to zero any feed forward and tune the PID first, then fine tune feed forward after? Another example, same settings:

Makes sense. Thanks for the extra context, Adam.

Ahhh, I was wondering why the base + offset wasn't higher... max clamp, of course. Re crank enrichment for pure 98 (that's my alternative) was a bit of a guestimate. Short answer is no, it hasn't been tuned yet. I think I've only had it down as low as 15% multi fuel blend, so it was tuned roughly around there but since then there have been some other changes. I've just taken a look at your changes. I'll give them a shot and report back. Many thanks for taking the time.

Sure, thanks Vaughan. Can you advise on why it's only happening under these specific conditions and not the other 99.9% of the time I'm driving?

It's happened to me several times, but from memory it's only been while the car is still warming up to full operating temp. In this instance I was at 67/68C. My CLL kicks in at 50C. You can see that where I've stabbed the throttle quickly for a downshift, fuel correction seems to have switched off, fuel goes rich, the TPS starts bouncing all over the place and the exhaust sounds terrible. It takes a few pedal pushes to eventually snap it out of it. Any idea what the heck is happening here?? https://drive.google.com/file/d/1FSWBUUmnv4oldYTVPb7ZrL1og04n_zRb/view?usp=sharing https://drive.google.com/file/d/1MnxwbTUHz82Fb5drquz0V5QFy2D8cCRK/view?usp=sharing

Thanks @castillaricardo. I've tried a couple of things but something is still missing on getting this to play nice.. I raised the idle base position to where the ECU wanted it, lowered the idle ignition target and extended the startup hold/decay (admittedly too long). Total 'startup' time marked in red. All that's really changed is that the same rpm undulations go for longer now (obviously the overly long startup hold time). What's it going to take to prevent that first dip down to 500rpm? Tune and log attached this time: https://drive.google.com/file/d/1FSWBUUmnv4oldYTVPb7ZrL1og04n_zRb/view?usp=sharing, https://drive.google.com/file/d/1MnxwbTUHz82Fb5drquz0V5QFy2D8cCRK/view?usp=sharing

DxDiag.txt Like others have said, my issues seem to relate to disconnecting from the ECU and possibly waking the laptop after being put to sleep. I'll try and find a circumstance that is reproduceable. Edit- Can consistently reproduce without being physically connected to ECU, by having a map/log open and then selecting 'Connect to ECU'. Either while the prompt window is open or after closing the prompt, one or more windows/tables will glitch.

Hi guys, I'm struggling with my cold start after playing around with a lot of settings of many months. This is about as close as I've been able to get it. I've tried playing around with startup offset, hold time, fuel etc. Can anyone advise on what I'm missing here? I'm hoping it's obvious to some and just hasn't clicked for me yet. Should startup hold time be longer but with a higher startup offset? Warm/hot start is pretty much perfect (from about >60C).

Hi guys, is this something being looked into for an update?

After moving to 7.2.2 I get this prompt every time the PC Link software is opened or ECU is disconnected. Was this an intentional inclusion? Seems innocuous enough, but it's a step I have to do every time now where I didn't used to have to, but more annoyingly, if my laptop logging was running when I switched the car off, I can't just fire the car up again and continue with logging. I have to power the ECU, connect the PC Link software via the above and then ignition... I've tried uninstalling and reinstalling but it's still there. Can we have this removed or switchable?

Yeah I've got the same issue:

Hi mate, I just found a spare 12v and ground (unused connector in my car) near the cabin fan and then added some DTM2 connectors. You'll have plenty of options to splice into 12v somewhere though.

I noticed my battery charge was down a little so I let it charge overnight and tried again today while still in car. I managed to update so maybe that was the cause?

Hi guys, per advice tried to update to the latest firmware. Can't get past these screens and obviously can't use the car right now.. Uninstalled 7.2.2, downloaded a new copy and tried again. Same result.

Cheers. I'll give that a go. And lower my lambda a touch

Any chance you guys could chime in on this one? Should I read this as reduce the proportional?

Thanks Vaughan

@Adamw Any luck with isolating this issue?

@Adamw It's been slightly improved (larger overshoot/undershoot has been reduced) but I've noticed a lot of noise on the throttle position, and it's definitely noticeable in the rpm: I assume it's the PID settings but I'm still wrapping my head around them... Log and map: https://drive.google.com/file/d/1GSQJJS7pe6VLhOybz0W_WHIXcemPYYaG/view?usp=sharing, https://drive.google.com/file/d/1YpblaNe9HfRxCbb5OEkzmDKGSZfepjdR/view?usp=sharing

Logged example from today if it helps https://drive.google.com/file/d/161e7okAY0gl-nlcaoqJZ6yoXGsVwg6jz/view?usp=sharing

Any idea what's happening here? It doesn't happen every time and typically only happens at startup at roughly operating temp. Looks like it coincides with the ethanol temp. I'm using a Syltech/Continental flex fuel sensor. Map attached. I'll add the log if needed. ethrottle_PID_6.pclx

That's night and day @Adamw, thanks. For what looks like such a small change, particularly low speed gear changing, it has drastically improved the feel. It had gotten to the point where I thought I had some slack had been introduced into the drivetrain (but suspected it could have something to do with the tune) because that unresponsiveness was manifesting into engine speed undulation. I could probably live with the config you've given me but how do I approach adjusting from here? In this example here do I dial back the 20% feed forward? Or in this case, add some to my 4% (-15) cell? Just want to understand how to interpret the data.

Thanks Adam. I'll give it a shot.