mapper

I really really give you a good tip, it's about the most risky thing you can do on a SR20det! DON't use any ignition cut or similary thing which pops and bangs. You are going to pop out rocker arms which can lead to a huge engine damage!

What Mapper said is spot on.  And the addition of rocker arm stoppers will just lead to even further damage.

Wildwestaussi1 think best is if you just leave this forum. A forum is there to help out each other. Only thing you are doing is blaming products and other tuners.
If you are incompetend to install and setup such a highend ECU, just don't touch anything and take the car to one of the  LINK ECU Tuners you can find on the website. 
And before you are calling everyone an idiot;
I'm a professional Tuner and worked with LINK ECU's on Subaru's for several years. I came never across such a problem you descripted. As you statet, there was alot going on with this engine/car before you have got your hands on. So go and search there for a fault, but don't blame a great ECU manufacturer! 

Wildwestaussi1 think best is if you just leave this forum. A forum is there to help out each other. Only thing you are doing is blaming products and other tuners.
If you are incompetend to install and setup such a highend ECU, just don't touch anything and take the car to one of the  LINK ECU Tuners you can find on the website. 
And before you are calling everyone an idiot;
I'm a professional Tuner and worked with LINK ECU's on Subaru's for several years. I came never across such a problem you descripted. As you statet, there was alot going on with this engine/car before you have got your hands on. So go and search there for a fault, but don't blame a great ECU manufacturer! 

Vote against - Absolute waste of development time that could make the product better

This is a pretty complex addition which ultimately wont tell you the actual power of your car.
Virtual dyno is interesting but back to back runs in my car on the same flat piece of road on the same day in the same gear (Down meremere drag strip) provide quite different results.
As in, even the shape of the power curve looked different between runs, as well as varying by say 5-10% power. Even with the smoothing set aggressively.
Virtual dyno is very complex as it takes into account tyre size, diff/gear ratios, coefficient of drag, vehicle weight, driver weight, etc... It's a lot of things to add to PClink for what is not going to be an accurate output.

I think there's merit in keeping the integrity of the information in PClink, as in, it reports IAT and that's what IAT is.

Rather than stating that it's possible to calculate power when it's really a bit wishy washy how it does it.

Check under the chassi setup if non-driven wheelspeed is setted up. You can confirm correct reading under F12 tab or in a datalog. 

Check under the chassi setup if non-driven wheelspeed is setted up. You can confirm correct reading under F12 tab or in a datalog. 

Just thougt, how will you control 6 injectors with only 4 outputs? Simultan injection doesn't work with direct injection! 

I did alot of thoughts around this topic a while ago and put it also in the wishlist section. 
The problem for now is that there are some logic missing when it should allow a shift, and when not. And there is no output option to couple the output to the shift control. 
Have a luck on this tread:

Perfect.... This is exactly what I wanted to hear. I was talking to Drew early about this. I will keep you posted and share some info for when we get closer to starting this project. 
Cheers

Ducie54  sometime injector data say only fuel pressure, since they are tested outside the cae. 
During operation it's ALWAYS differntial fuel pressure that counts. So you must setup your injector death time axis as differntial fuel pressure vs Batt volt or visa versa!
 

The most important point  hasn't been raised yet. He reduces ignition timing by -50 deg. Thats very very retarded, which will lead to very high EGT. 
I suggest to try 100% or 95% cut and just -5deg retard during shifting. Otherwise setup a GP limit table, where you can choose Fuel cut in the settings, and activate it over a virtual aux during shifting. Just set anything in the GP limit table to zero. 
Maybe choising DI input from aux input as a axis could work too. Set GP limiter higher than your revlimiter when shift is off (DI off) and zero if shift is active (DI  on). Adjust fuel revlimit in GP settings to your needs. 

Thats somewhere writen between the lines. 
Just turn Di 9 and DI 10 off and setup the Can 2  over the CAN setup. 
 

Ahhh, sorry  I made a big mistake in rpm axis calibration.  My fail - I dont tell you what happened, its to stupid
everything is clear now
EGT input was already clear
thank you mate

And I should add from a tuning perspective, knock control should be never used  to compensate for a bad tune. The proper tuning of the ignition table should always be done with audio knock detection on a good load dyno. 
Knock control is a proactive system, that are there to save the engine, if something goes wrong. It's no excuse to do the tune lazier. 

Yes sorry i mean the DIY autotune 8 channel unit. I know, I was the persom who sent you the box to work out the CAN protocol ;-) 
Good work done, works great! 
 

Hi Adrian,
many, many feature requests come through very often.
These requests get put into a prioritised list also future development of the ECU's and abilities by LINK themselves are also factored into these requests, so  sometimes requests can take time to be added.
I will send you information on Paddle shift setup, this took 3 days to configure so you can understand that it is like giving you the answers.
It is because myself and the other dealer worked on this it is not 100% my decision or work that permits me to share this information.
I will however do this for you as you knowing this will not impact us directly.
A lot of control functions and ideas I get , involve many many hours of work with an ecu the latest software/firmware and my simulator.
There are things that these ECU's are capable of doing that are not at first obvious.
I start with the idea and then look at how to go about it and then test with my simulator.
Sometimes I get stuck and call on the help of the LINK TECH support, Simon or the Head Engineer Ashley.
Sometimes I have to admit defeat and realise what I wish to do wont work
You will receive an email from me over the next few days regarding the paddle shift setup.
I have more doctors appointments , scans and tests to go through over the next couple of days.
Regards
Dave.

Ther are a setting "DI ON". Select  that as a condition for virtual aux and put in the number of DI Channel (e.g. DI 1, DI 5) 
Logic on virtual aix must be:
Cond1 and Cond2 and Cond3