Shedley

Software also crashes if you want to select a parameter and use the search icon, select a parameter and press enter. and also on a few other handlings, quite frustrating. Every button you press you need save your work, or if not you can start all over again. also had a few instances where some outputs are allocated to two functions in the pms setup tree, but if you look to the functions themselves it’s actually not true

Hello is there someone that calculates driving wheelhouse from gearbox ratio and engine speed, to use for launch control. so the car basically has a wheelspeedsensor, coming from the aim display trough canbus, mounted to left front wheel (RWD car) I would like to use slip regulated traction control and calvulate driving wheels speed from the gear ratio and rpm. As the rear axles are custom build and don’t have sensor rings on them

E-throttle works now, but to report, tps call doesn't, calibrate sensor manual does the job, just as in g4+ I think has to do by how the system is constructed, one tps on the ethrottle motor and one on de itb's themselves, with a linkage between them Thanks

I'll do in a minute, but can say this, if i put a bench power supply on the ethrottle motor, 12v 2,5a, the throttle kicks open immediately and you can't move it with your hands, if i reverse polarity, you can't open it

herre you go First log is trying with tps cal. Second log is with setting tps limits manually en actuating aps. On TPS calibrating i get error 6, but i think tps movement is reversed. neverthless if i set aux 9 to low i get error 5. basefile.pclx limited tps movement log calibrating.llgx reverse movement.llgx

Yes it does, and also wired aux 9 to the + side of the ethrottle motor. Also worth mentioning, if i set it to low, throttle plate goes immediately full open without aps

Ah ok, didn't know about the offsets being implemented in the base trigger setup. Also encountering another weird one ont his particular car. So on e throttle we have much more configuration options compared to g4+. I copied pid values ect but keep getting issues wutht he ethrottle controll, can't run the automatrd tps calibration as well, but that didn't work ok s54 and g4+ to. But what i have now, so i configured all the sensors manually, but for example throttle is at 6% due to idle control, and ethrottle dc is arround -85%, but that does not make any sense because there's a spring on the e throttle motor, so it goes to zero on itself. And if you pull of the connector throttle shuts immediately so there's no resistance at all. Also if you gently press aps, tps goes open as it should, if you pump aps, tps goes shut instead of open. Also if you keep for example aps at 50%, tps follows, but you can press throttle open or shut with your hand, but on g4+ it was really not possible to do so. It seems as there's no current enough supplied to the ethrottle motor. Another issue is, sometimes out of the blue when you restart the ecu trottle blade goes al crazy, open shut open shut open shut ect. If you put them completely shut with your hands, ethrottle dc goes to 100% but throttle plates stay shut and aren't moving at all The only thing i can imagine being a problem is that tps sub and main go in opposite direction, so one 0-5v and the other one 5-0v

So i've done a bunch of BMW S54's on G4+ Fury ecus, base trigger offseet is always arround the suggested 276 degrees. Yesterday started one up with the G4X Fury, but car wouldn't start, so checked with timing light and now with base timing at -15 degrees, the engine runs, but does seems weird to mee as crank patern isn't changed at al so why is base timing suddenly different. Also if you look in the help file, on G4+ there was a lot of parameters for the S54 included in the engine specific section, but on the G4X help file they seem to have deleted a lot of the base value sugestions. Someone experienced similar problems?

What I should do personally is: set load equation to map. Then set fuel table 1 to load axis tps, and map the car on waste gate pressure. Then ad boost and set up an 4d map with load axis map, to take the fine tunings in account were the map calculation does not fix the complete calculation. To have nice and steady afr's. Ditch that fuel map 2 and set up your lambda target table to map VS rpm, problem solved, you can make the afr leaner on low load(map) conditiond

aaw, my bad, i was trying to open the file in G4+, which obviously doesn't work, compare function is not possible in G4 software as far as i know, i'm sory

You can use the compare map file, then the program will show you all the differences in red I tried to open your map, but i can't open the map for some reason

I'll take a look later this evening

It's quite hard to guess what's happening if we can't see it

Then you can't actually know what's happening, is it a mixture problem, ignition ect, can't know without logs

Just keep in mind that cams have a big impact on VE(volumetric efficiency) what is your lambda doing, do you use the same spark plugs/gaps, same coil ect?

Have had that issu as well, put iff you set something as a wheels speed, it stops happening You can also reinstall older firmware, in the update firmware tab, choose a older firmware, and install it

Any logs and pcl file?

Isn't there a iat sensor in the maf stock

You have both options, you can just use the oem wires and change calibration in the ecu. That's what I should do

There's a really good explanation here on the forum from mapper, I should look if I can find it Here you go:

Yes indeed, what brand Rotary switches do you prefer?

I'll tell you something: I've more then 5 customers running on a fury écu on a s54 engine with dual vanos. Vanos always active, even on idle. Afr spot on, nice flat torque curve between 365-400 nm and 365-410 hp (some stock engines, some build with 302/296 cams ect) all on 1 fuel map strategy. Your vvt maps decide the position off your cams, so if load axis of vvt and fuel map are the same, there is definitely not a need for a second fuel map. As you have a m50 with a simply on-off vanos, thing getting even more straight forward. You're making it yourself way to hard. Have done m52b25tu engine ass well, on another ecu brand, same story. Make it yourself easy, ditch that second fuel map, let your vanos switch at a certain rpm (which you can easy test on the dyno) and if you choose to let it switch on a certain tp as well then set your load axis to tp as well of the fuel map, otherwise you make things complicate for yourself

You can just run the thermostat out of an aux output wich becomes active at a sertain ECT You can control the pwm fans with a solid state ralay

Why you activate a second fuel table when vanos activates, it always activates on the same point/condition, so I would not know why you need that second one...