Adamw

No, ign is sitting on target in both examples.

I think there maybe something external going on. Does it actually behave like it is lean? Maybe an air leak causing it to just read lean? Possibly fuel pressure or something? In pics below, coloured traces/numbers are the old log, pink traces/numbers are the new log. In the early part of the log we see RPM is similar, MAP is similar, ECT is similar, Inj PW is very similar, but lambda is way different. If we then look at the end of the log, again we see RPM,MAP,PW & ECT similar, but now Lambda is similar. So, RPM, MAP & ECT being similar means air flow is similar. PW being similar means commanded fuel flow is similar. So with similar air and fuel flow you would expect a result of a similar air fuel ratio. So the most likely reason by my logic would be either the lambda measurement is not accurate (air leak, misfire, bad connection, ground offset, etc) or fuel flow is changing due to some other factor such as fuel press.

Something a bit odd going on with the required throttle position to achieve the correct idle speed not being very repeatable. For example at the beginning of the log it needs 2.1% throttle to idle at 900RPM, at the end of the log it only needs 1.1%TP to idle at 900RPM. Temp is the same at both points, no fans or AC on, MAP is very similar suggesting air flow is the same. So at the beginning of the log the 1.8% base position is a bit low so you get the undershoot. At the end of the log the 1.8% base position too high so the RPM settles above the lockout and hangs. So it almost seems like there is possibly some backlash between the TPS sensor and the throttle shaft? I dont know these throttles well but it might pay to pull the TPS off and see if you can find a cause. Im not sure if the TPS is spring loaded or not on these. On some nissans that dont have a spring loaded TPS you can see this backlash and a blob of silcone in the TPS before assembly solves it. Otherwise possibly it is not mechanical backlash but the TPS is a bit worn in the resistance track around idle position and is giving a variable idle voltage.

Hmm, thats odd, I dont think 2 degs extra advance would have caused the backfire, so you may still have an issue there.

In the G4+ plug-in ECU's there is a confusing relationship between Aux 9 & 10, you may also notice there is no Aux 10 settings listed in the software. When not being used for E-throttle, you can use Aux 9 (as its labelled in the software) as a general aux out, but this actually controls the output pin labelled Aux 10 on the hardware. This is pin B74 on the main header. So connect B74 to your fuel pump relay (aux 10) but you set up the control settings for it in the Aux 9 settings in software.

We now just need a recent log. No it is not used since our ECU has a baro sensor built in. But if for example it was stuck partially open or something then it could cause issues.

Yeah, what you have now is a pretty good option, the missing tooth allows the ecu to sync within about 360deg crank rotation, the stock kiggly 12T system would potentially need up to 720deg to sync. With a missing tooth crank wheel the cam tooth is not used at all once running provided the crank signal is good.

Ok, I have found a setting that is labelled incorrectly. The setting that is labelled "Cut Period", should actually be labelled "Max shift time", this setting is used to prevent say a failed gear shift switch from causing a gear shift from staying active forever. So, set this to about 500-1000ms should solve your problem.

Kiggly wheel usually has 12T, did you cut one off? There is no benefit using cam level over cam pulse 1X, if the cam has a single tooth. Cam level is a good option when the cam wheel has multiple teeth.

Cam pulse 1X is the correct mode for you. Cam level only works if the crank wheel has a missing tooth and the cam wheel is high in the missing tooth area for 1 rev and low in the missing tooth area on the next rev. A cam level wheel will typically be high for 360deg and low for 360deg.

Would really need to see an old log Vs a new one to confirm MAP is reading the same in both. Note for modelled fuel equation the IAT trim table should be turned off and the charge temp approximation table should have values in it. Start with the example values in the help file. If it is pump E85, do you monitor ethanol content? Could it be winter blend Vs summer blend for example?

RPM lockout needs to be around 4-500 otherwise it will close the throttle when coasting and stall or undershoot when you clutch in. Try the map below with the base position closer it will hopefully stop the rev hang. For the undershoot after a blip you need to play with the dashpot offset/hold/decay. I have given it a little more in the attached map. Try this 2.pclx

Do you see the voltage in RS3 live measures screen?

Update your firmware, then load this map. The CAN Aux labels on stream 3 arent displaying correctly in this one but I think it will with current firmware. rx20b v1.1.pclx

E-throttle target should be zero for idle in G4X. Note 0% will never actually be commanded since the idle base position value is added to the target (so the least the throttle will ever be closed is 1.8% using this map).

Typically for a PDM you would do a custom stream since you generally only need a few channels such as fuel pump or fan request etc, and these type of channels arent in the common preconfigured streams which are generally used for loggers or displays. Im happy to help you set up the CAN if you need it. In any case, to answer your original question, many of the preconfigured stream formats are described in the help file page: Help>contents> G4X ECU Tuning Functions > CAN > Device Specific CAN Information

Yes it cuts both.

Deleted your other post since it was exactly the same. No good clues in the log yet. Can you redo the two power wires in case there is a small break or bad crimp hiding somewhere. Preferably wants to be 0.75mm2 or 18awg wire.

Looks like overrun fuel cut is a bit too abrupt and the pedal to throttle relationship is a bit steep off idle and some of the idle settings are a bit odd. I have made a few changes in your map attached, give it a try and do us a new log. It may not be much better yet but a few tweaks from the next log will probably be better. You can use the compare function to see what I changed. Try this 1.pclx

Any function that uses a GP table has a max cell count of 16 x 11.

Ok, I tested you file on the bench with a simulated engine running etc so full processor load, I can get up to about 13000Hz before it tops out. So my best guess is at higher frequencies the signal voltage is no longer meeting the thresholds. It may need a stronger or weaker pull-up, but it is hard to guess without a scope showing what is wrong with the signal.

Can you do a PC log of the process and attach that and a copy of your tune.

Note 0x3E4 is dec 996.

Our ECU controls the standard Evo 9 fuel pump correctly exactly as per factory. There is no need to change anything. Ign 3 controls the main on/off relay, Aux 12 controls the high/low speed relay which just adds a resistor into the circuit. On some models you need to change the active state setting on Aux 12 if the high/low speed works in reverse. Yes we dont control the pressure solenoid as it makes tuning more difficult with little benefit. You need 3D deadtime table etc if you change fuel pressure.

Duty cycle is just the percentage of high vs low. Does the duty cycle change as speed increases or just suddenly when the signal drops out? Can you attach your tune and a log.