Adamw

Would be best to give us a short log of it cranking. What size injectors? A good test for fuel volume is to try doubling the master fuel, then try halving it to see if there are any more promising signs of life in either direction. Have the injectors been used before? Do they give a good sharp click in test mode? I have had some injectors in the past that have been sitting around for a while and they still give a click in test mode (quieter than normal tho) but are partially stuck and dont actually flow anything. Unrelated to the start issue - but you should also change the active edge setting on the ethanol sensor to rising, it is showing incorrect fuel temp at the moment.

Yes, the torque increase you get from throttle movement is relatively slow, so it is best to have the bulk of the instantaneous torque adjustment needed to control idle to come from ign timing, then the throttle is mostly used to take care of the longer term error.

I think too much idle control proportional and the idle ign control is a bit weak. I have made a few tweaks in the attached map, see if this settles the throttle oscillation down. If not, give us a new log. Baseline Tune 6-01-2022.pclr

If IAT is not the cause of your issue then the other common cause of lean hot restart is due to the injectors getting hot since they are sitting in a very hot environment and attached to a hot cylinder head, with very hot intake valves right underneath them and without the usual fuel flowing through them to keep them cool. The way to work around this is to use a 3D IAT trim table with IAT Vs engine runtime on the axes. Then at hot IAT's you can add say an extra 15% fuel at initial startup and fade it out over say 2 mins.

So was it a 2.0 or 2.5L originally? Camshafts and cam timing the same? Ignition tuned to MBT? If engine capacity and cams are similar and ign timing is optimised then you are losing exhaust energy somewhere - leaking wastegate or similar.

I would expect if wiring specs are making a standalone harness it will have its own fuse box etc, there will only be some basics that you will need to connect to the chassis such as ign switch, fuel pump and fan. What are you going to do for all the CAN bus stuff in the car? Dashboard/climate control/power steering probably wont work with an aftermarket ecu.

Ive had this on two K engines now. The first one I discussed above was in a civic circuit car, refitting the factory balancer fixed that one. The second one was a Juno sports car so no almost no flywheel and no room for a damper on the front, on that one the owner had to mess around trying a few different ideas to isolate the throttle. The final solution was a bracket to support the manifold (it was underneath and connected to the block with a rubber mount at one end), and he also made some sort of soft plastic/urethane or similar spacer between the throttle and manifold. From memory it also had some soft "washers" under the nuts a bit like a cam cover has.

There is no way to switch between narrowband control and wideband. However, narrowband cant do anything a wideband cant. If you use the "Stoich Mode (wide band)" CLL mode then the CLL works like a traditional narrowband by dithering the fuel mixture 0.02 lambda either side of target. So if your target is lambda 1.00 it will work just like a traditional narrowband. Then say above 100kpa you can target a richer mixture. It will still dither either side of target but 0.02 lambda would not be a concern for most. This mode is typically a bit slower at high loads than the auto mode however.

What I always do with staged injection is first set the staging table to all zero - so all fuel is then coming from primaries. Hold it steady at medium load/RPM and adjust fuel table so lambda is sitting on target. Then while still holding load/rpm, change staging table to all 100% - so all fuel is now coming from secondaries, if sec/pri flow ratio setting is correct then lambda will not change (there will be a flinch as you change over). If lambda changes, adjust sec/pri flow ratio until it stays consistent regardless of which injectors are being used. For the trigger error, since it increases with load it would suggest it may be related to ignition noise getting into the trigger circuit. I would definitely try moving that coil logic ground to somewhere else as a test. I always thought the 3 grounds where isolated in those coils but the fact you fried the ecu when the primary ground was missing suggests they are not.

Ok I have no idea then sorry. I dont have an XP pc to test. I do know it used to work last time I tried - but XP doesnt support the graphics for things like the surface graphs so it is not a particularly pleasant option anyhow.

I can possibly help with the flat shift and shift light if you attach the tune, a log, and some info about the car, what engine and what ecu. The flames I dont have much interest in.

Yes you could log some channels from the ADU in the ecu, but you will be limited with the number of CAN analog inputs and GP inputs etc that you have to use in the ecu. The ADU can log directly to a USB stick - wouldnt that be the better option?

Do you happen to know what lambda controller the dyno had? Im wondering if maybe it was running at a different speed so he has reprogramed the CAN lambda to run at some other speed. Otherwise it should have been found. You could try changing the bit rate to 250K & 500K and doing the "find devices" again to see if it is found. You will have to hit apply after changing bit rate.

If throttle is moving that much I would expect there to be accel enrichment. Can you attach a log and the tune.

This post is a few months old, the latest pc link version on our website should be compatible with win 11

Are you sure it is a Link CAN lambda? There appears to have been some other odd lambda device set up.

I suspect it maybe the USB driver install. Does it look like it gets through most of the PC Link install (green bar progresses to right end) then it pops up the error?

The Haltech gauge is locked to the Haltech protocol, it will need a few custom streams set up to duplicate the haltech messages for the channels he wants. Can you set up your CAN mode tab like below then go to the CAN devices tab and see if it finds a Lambda. Suspect it maybe programmed as something other than Lambda 1.

Is your lambda actually working? I cant see how it would with the existing set-up. What is stream 1 for? (a modified generic dash stream), do you have a dash connected as well?

You have 2 lambdas set up? Is that correct? Which one do you want sent to the gauge? Or the average of the 2?

Try following this: https://youtu.be/U6_izjU4n90

Yes the pins are fine.

Huh? Not sure what you are saying here so I will do a quick example. Two basic factors change with load - engine volumetric efficiency and the charge air density. The charge air density is determined by the MAP sensor and air temp sensor so that is taken care of in the background automatically. The fuel table's job is effectively only to take care of the changes in volumetric efficiency. If you look at the fuel table below as an example - this is from a real engine, I have only rounded off the two orange numbers to make the math easier. This engine idles in the -60Kpa row, you can see as load increases from idle to WOT the fuel table number doesnt actually change much. In fact the bottom 3 rows barely change at all, I could have removed those last two rows and the fuel control would have still been near perfect. To explain how interpolation works - say I were cruising along at 2000RPM, -50Kpa, The ecu would be using a value of 67.5% (ie. half way between the 65% & 70%). If I were cruise at -56kpa then the ecu would be using a fuel table value of 66% (ie 1/5 of the way between 65 & 70). Even if the bulk of my cruising was done at say -50kpa, you would only need to add another row at -50 if the VE change between the -40 & -60 row was not linear.

They will be fine wired directly.

Load your map back in to see if it’s still working