Adamw

Try the attached file. I have dropped ignition timing down to 10deg around normal idle so there is a little more opportunity to add as much torque as possible with extra timing when needed. You may have to increase idle base position numbers a little if it tends to dip too low when coming to a stop now. 1226010802_3.6AMGMAP new idle.pclr

Set your RPM limit to 3D like my example above.

Yes, you can do a rough check buy rocking it back and forth while feeling with a piece of welding wire or similar down a plug hole, or a more accurate method is the positive stop method (need a special piston stop tool to screw in the plug hole). You will probably find a guide on the piston stop method on you tube or similar.

If that wheel is fitted to the camshaft and there is only one sensor, then you will need to grind one tooth off to make it 24 minus 1.

Do the triggerscope first. The VVT issue is likely related to your trigger issue.

Can you do a triggerscope at around 4000RPM. A spike in dwell is usually an indication of a trigger issue and you have 2 trigger errors saved in the log. The Inlet cam still doesnt look completely happy either, so lets see what the triggerscope shows. How to do triggerscope: https://1drv.ms/v/s!AiYbYlZQuRHPmidU5V2CmTcv6t2y?e=WMGPSW

For signed/unsigned its best to have them both set to the same, but in this case it wont make any difference unless your EGT goes below zero °C or above 3200°C.

Your log shows "R Comp invalid". This means the ecu isnt seeing the correct calibration resistance at the sensor. Can you try this same test that I have suggested at the end of this post:

sure.

One pin needs to connect to the stock knock sensor pin/wire and the other preferably to sensor ground. A single sensor in the stock location is sufficient.

Cant see all of the info I need but it looks like your start positions dont match. Be aware that AEM use terminology "Start bit" while link uses "start position". The trouble with the "start bit" terminology is there doesnt seem to be a common convention to how they are numbered - some manufacturers the first bit is #1, some use #0, some start from the left end, others start from the right end. Link instead use "Start position" which refers to the position in the visual frame grid at the bottom. I know confusing but at least AEM and Link have a visual representation to help. So, if you look at the visual table thing in AEM software you should see that the EGT 1 is sitting spread over byte 0 & 1. Whereas if you click on the CAN TC 1 parameter in you Link stream setup you will see you actually have it sitting in sitting in Byte 1 & 2 (i.e one byte to the right). So, in the Link set up change your start positions to 0,16,32,48, I suspect that is all you will need. If that doesnt work then attach the actual configs so I can take a better look. Big endian, Motorola, MSB, MS first or normal are different ways to refer to the byte order with the most significant byte at the left hand end. Conversely, Little endian, Intel, LS first, LSB or word swap refer to the opposite byte order.

I can give you a CAN template for RS3 with the Link generic dash stream already set up so you can add extra stuff to it. A bit complicated to explain in words, but I usually find it easiest on the ecu side to leave generic dash stream un-touched as that transmits the bulk of the common channels, then just add an extra stream on a new ID to broadcast the extra channels you want. On the dash end you just have a single template to receive both messages. You can also send stuff like fuel pump and fan status rather than hardwired outputs. If you attach your ECU and PDM config, I dont mind setting up a few example channels to give you something to copy and work from.

What about turbine side, was anything replaced there? In your first VE table peak torque (VE) was at 5000-5500RPM which is about normal for one of these, in the 2nd table peak VE is at 3000RPM. So it seems something is choking it. Does it feel like it is down on power? Have you confirmed VVT is working correctly? Maybe a gasket out of place or a rag left in the exhaust causing a partial blockage or something?

Care to explain what your concern is? Your original post makes no sense. As Mapper suggested the only way the ecu can be adjusted is with a USB cable connected to your laptop. If you are worried about someone accessing your laptop remotely, that is not really related to the ecu, but you can always password protect your tune in PC link if you are worried about a 3rd party adjusting it.

Yes, either: The wideband is reading different. The fuel pressure has increased. The air flow has reduced. Given your VE around the idle/cruise area looks quite similar before/after, that suggests 1&2 are less likely and 3 is more likely.

Sorry, I dont understand what your problem is. Can you try to explain it differently. A couple of things that dont look right in your screen shot - you have disarming speed set to 2kmh so launch is going to turn off at 2kmh, but you have your 2D launch table sert up to increase RPM slowly to 10kmh. Do you have a non-driven wheel speed assigned in the speed sources menu?

The error suggests the ECU is not seeing the expected resistance on the calibration resistor. Unplug the B plug at the ecu end and measure resistance between the MES and APE wires/pins (at the ecu plug). A valid sensor would be 30-300ohms.

The pressure compensation is non-linear and applied to the pump current before conversion to lambda (also non-linear) so it is a fairly complex relationship, generally done with look up tables. I suspect that RBR calulator linked above uses some simplified equation as it seems to give very optimistic results for the NTK sensor. They are typically about 4 x more sensitive to pressure than the LSU4.9 in my experience. For the LSU4.9 there are a few slight variations of the pressure compensation curve but this is the one that is generally used from what I have seen: So a couple of examples (not properly calculated, just eyeballed from graphs): Observed lambda measured with un-compensated meter = 0.80. If exhaust pressure was 150kpa absolute when measurement was taken then the actual lambda would have been about 0.81 If exhaust pressure was 250kpa absolute then actual lambda would be about 0.83

The correct set-up for this system would be this: A quick search online suggests the TBI injector may be difficult to control, 1.2ohm with a peak/hold driver and the factory ecu apparently controls both sides of the injector to make it close quicker. I have some doubt that it may not work well with a standard injector driver. They are only about 500cc/min, maybe it would be an option to fit a more standard injector in there? http://fixkick.com/INJECTORS/the-pulses-matter.html

The M50 bosch sensors should be fine. As far as I know only the M52 and S52 with seimens ECU has a weird cam sensor that doesnt work.

Note our R34 GTT plug-in ECU controls the VCT solenoid directly from an aux with no relay.

If you are doing it with a virtual aux then put the virtual aux on the axis of a GP limit or 3D RPM limit table. With the virtual auxes "1" means off and "2" means on. Example below I have set the main RPM limit table to 3D, virtual aux 1 on the y axis. I have a 8000RPM limit when VA1 is off, and a 4000RPM limit when VA1 is on.

Can you confirm - you have a Xtreme wire is ecu connected to the factory harness with an adapter loom? And what does your strain gauge amp need, I assume 5V, gnd and signal?

There is a E36 base map in the VTS software, it is for the vanos M50 engine but it will be a good starting point for your car.

Might need a touch more D, and a little I, try about 0.03 for I.