Adamw

Try this file, Lambda multiplied by 14.7 r32gtr new CAN.pclr

I had a quick look over the logs. In the log "start.llg" it took 1.4 seconds to sync from when the starter was engaged, it then took a further 2.7 seconds of cranking, before it started (RPM=500). So, a total of 4.1seconds of cranking to start. "start2.llg" was a little better, it took 1.2 seconds to sync, then a further 1.6 seconds to start, so a total of 2.8 seconds. To improve the sync, you could try lowering the 0RPM cell of both trigger 1 & 2 arming threshold tables. Im not sure how much that will help, but it may shorten the time to sync by a few teeth. So I suspect most of the problem is just tune/fuel related. To get a rough idea of what direction you need to head I would suggest making a drastic change to pre-crank prime and first crank enrichment - say double the current numbers. If that doesnt help, then next cold start try halving them. Another thing I notice is your start position signal on DI#3 is not working. I dont know Honda's well enough to know if that is normal for some models or not. But without this working it means your pre-crank prime happens at key-on (when often fuel pressure hasnt built up yet so it doesnt have much effect). So what you could also try before starting is turn the key just to the on position (so fuel pump primes), then turn it off and on again before cranking so you get a pre-crank prime with full pressure. If that helps then you could look at fixing the starter input so that pre-crank prime can happen in start position instead.

No, just Lambda. That one you can just multiply in a custom stream though to make the number read in AFR. - Although it is still going to be labelled Lambda on the screen by the looks.

The MDC is completely standalone and will work fine with a Link Plug-in. The factory diff controller wiring has a TP input for the load reference. The MDC when coupled with a M800 plug-in had an optional RS232 communication which would allow you to use efficiency(MAP/Boost) as load instead of TP only that the factory controller used. You could also log some parameters from the MDC in the Motec ECU over that same RS232 wire. If the MDC has been set up to use ECU efficiency on the lock tables instead of TP, then you will have to change it back to use TP instead. You can log all the same stuff including wheel speeds etc by connecting the MDC CAN to the Link ECU.

70% isnt too far away from where I would would be happy. I often end up with a VE of around 60 for idle. But I wouldnt expect that is so high that you would max out the fuel table. Are you monitoring differential fuel pressure? If you need to reduce your VE numbers then you need to make the ecu think there is less fuel flow or more air flow than there actually is. So you can reduce injector flow rate setting, reduce base fuel press setting, or increase engine capacity. No real advantage on which one you change.

Can you try with the dwell set back to ms mode and put a flat 3ms all over. I think the "cut" might be the dwell getting too short and the MSD doesnt like it.

It needs to be fixed on their end. MAP is sent out 1:1 so cant go negative. MGP is sent out with a 100kpa offset to allow the receiving device to interpret negative values.

The master fuel is just an overall scaling factor so that the main fuel table so it has a usable range. If you have a master that is too big then your fuel table numbers will be very small and you lose some resolution. If your master is too small then you may reach the limit (biggest value the fuel table will accept is 150%) before the engine has enough fuel. Typically a master around 15-20 will do a 500cc injector on a average sized engine with petrol. 7-10ms for a 1000cc injector. 4-7ms for a 1500cc inj. Master fuel trim is just a finer adjustment of the same effect.

Correct, because MAP never goes negative. 50kpa or 7psi is pretty typical idle MAP. But your 7psi at idle won’t still be positive when you subtract 14.5psi from it...

MAP is sent out as a 16bit integer value which means its value can be between 0 & 65535. So if I subtract 100 from the MAP value, anytime the engine is in vacuum (i.e below 100kpa), the ecu cant send out a value less than zero so it will overflow and start counting backwards from 65535kpa. So if your engine idles at 50kpa MAP for instance your boost gauge will show 65485.

For the MAP, what is the channel named in the dash - do they call it "Boost" or MAP? Is it currently displaying a number that matches the MAP reading in PC Link? Im not sure if I can just subtract 100KPa off the MAP value that is sent out as in the data stream they are decoding MAP is not specified to be signed - so it cant read negative values for vacuum.

Easiest to explain in video, so video attached. Flap control.mp4

Attach your ecu config, I will take a look

All data sent out over CAN is in the native "metric" units. This means exhaust mixture is in units of Lambda, temperatures are sent in deg C and pressures in Kpa. Most dash systems have some way to to change the display units on screen. If your dash doesnt then you could set up a custom stream with a multiplier of 14.7 (assuming your fuel is petrol) to receive a AFR value at the other end.

Your onedrive link doesnt work, but I got your email with same files anyhow. It is just a tune issue, the throttle PID isnt quite right and it gets a small oscillation in it after a big change in target which makes the error accumulator increment. Im not really sure what to adjust but I would start by setting the proportional, Integral & derivative to the values in the help file for the Toyota throttle, and do another log to see if it is better or worse. Try these PID values:

It wouldnt hurt to test if you have the opportunity, but I doubt it will be an issue with a relatively freely moving mechanisim like this. The G4X E-throttle controller is rated for 4.4A continuous with shorts bursts to about 10A.

Have a look at the current firmware, most of that is already in the virtual fuel tank functionality (chassis and body menu)

All of the extra PW during cranking is coming from the shape of your fuel table. Remember your MGP is near zero when cranking, it is unlikely your cranking VE is as high as 90%. Also as koracing pointed out even in the idle area it seems it is at least 15% too rich already. Typically I would start with a near flat VE in the first two columns - but you may even need to taper it down towards 0MGP. Your normal idle PW looks to be around 2ms, but you have 4X that going in during cranking. Im not sure if this really is the cause of your flooding issue as most engines are happy with quite a bit more fuel during cranking, but it is somewhere to start. I would also set your accel fuel deadband higher. It is not activating much in your log, but it is borderline just kissing it at normal smooth idle so it is going to catch you out sooner or later. Bump it up to 1 or 2 will do it.

Im pretty sure it will be ok. I have set one up with a Cosworth ECU before with only my benchtop 5A power supply and it worked ok. It wasnt a caterham though so be aware your linkage will influenece current requirement also.

It is unlikely to ever operate in the 6-9V cells so it is not really important, just guess the values will be acceptable. Drop your master fuel to 7ms should get it close enough. Fuel table will still need re-tuning since the data is unlikely accurate.

You most likely have a high level tacho. You can either use a "tacho booster" to make it work, or you can remove the tacho from the car and modify it. If you search some of the Toyota forums you will probably find instructions how o do it. Usually it just involves changing a few resistors. Here is a low cost tacho booster: https://www.ebay.com/itm/142171581596

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Log please.

No, nothing to do with CAN. BTW, the CAN is quite different in G4X so you will have to rescale lots of parameters. There is a new "configurable generic dash" template in the PC Link CAN folder to give you something to start.

Correct, cells to the right of zero should be negative. Numbers look right. To make it 2D, go to the axis setup screen and set the Y axis parameter to None.