Tim D

Thanks Adam, you've answered all my questions - amazing tech support as always.... :-)

Thank you for the fast response Adam. Just to check I understand you correctly: 1. FFS... set "RPM High Lockout" for knock control to a value just below the RPM that I'd change gear? 2. if antilag is active when TP is 30%, set "TP Low Lockout" in Knock Setup to be, say 31%? Re your advice on antilag, thank you, I have it set to give around 70 kpa at most when off throttle, so still have some vacuum for brakes. Turbo lag is reduced, but I guess it's not what you'd call 'proper antilag' ? I don't have an EGT sensor, so am cautious of overdoing it!! Would appreciate your comments on this one? Thanks

Hi - please could I have some guidence on knock control with motorsport options... (would you ever use both together?) I have setup knock control, which I have verified works perfectly. I also have Launch Control and can see from "Knk System Status" copied here: 0 = Active 1 = Lockout - RPM Low 2 = Lockout - RPM High 3 = Lockout - TP Low 4 = Lockout - TP Delta 5 = Lockout < 500 RPM 6 = Err: DI Feedback 7 = Startup Lockout 8 = OFF 9 = OFF: DI5 Pullup. 10 = Lockout - Launch Control that knock control is disabled during Launch, which makes sense due to the increased sound levels that would otherwise cause false knock detection. But what about Flat Foot Shifting, would you not want knock control disabled for the duration of this? And finally, although setup quite conservatively, Anti Lag. I set this up thinking that it would be beneficial for short sprints and hill climbs (no more than 1 mile!). It's currently setup to reduce lag, rather than create lots of low down power. Any tips welcome, I'm no expert! Thanks

I found this an interesting thread as I have been working on an MBED version of what Markus describes. I send 7 frames (one after the other) with an identifier in the first byte of the stream and another identifier at the end, which enables me to resync if corruption occurs. It doesn't cater for corruption in the middle of my data stream, which so far I've not resolved. Apart from using an oscilloscope to check the signal integrity, I'm not sure what to do? I had wondered about splitting my stream into smaller messages and use multiple IDs. Any ideas welcome?

Interesting, I have been through this process to hone mine too. I also found that PC log files grow in file size very quickly if you log all ECU parameters. Instead, I found that logging only what you need results in much smaller files (and faster laptop operation). Do you have internal ECU logging configured, that might be a way to retrieve your 90 minutes worth of data? In my opinion, it's a good thing to have set up and running anyway. Just make sure the ECU is logging the parameters in your mixture map filters (eg ECT, Overrun Fuel Cut, TP...). I had great results using this method. As for your original question, I'm afraid I don't know :-( I guess you've searched for *.llg ?

Clint, Thanks for your advice, the new Lambda sensor did the trick, Lambda is spot on again! Great service from BHP too.

Thanks very much for the speedy response, I will try that. The sensor is only a couple of years old, but I do a lot of short trips, so I guess it's running rich a lot of the time!

Hi, please could I have some help, I have a Closed Loop CAN Lambda on my Subaru Impreza, but have run into a problem. I now see "CAN Lambda Error 54 Excess pump current" and the Lambda goes to 10.119 shortly after starting. Not sure if this is an error I have somehow introduced as I have been looking into CAN streams and adding a custom dash. So far, I have only configured a CAN stream on CAN Module 2, at ID 1300, believing that this would have no interaction with CAN Lambda Module 1 at ID 950. I have not got as far as connecting anything to the ECU as yet. I have since loaded a previous know good tune but the problem persists. The CAN status is all good (green) in PC Link, see pictures below... Help?

Hi Tiago, interesting, it looks like after the throttle blip, the idle rpm is above the idle control range, so never recovers. Perhaps you could try adding Idle Ignition Control? I've modified your .pclr file and attached it. I think this will bring the idle rpm back within control, but I'm sure you'll have to experiment with the settings! 5a50b36525517_SubaruTypeRAV6_IdleIgnition.pclr

Regarding your item 2 - When I start the engine (hot) the idle stay at 900 rpm but if I depress the accelerator it's going to 1500 and stay around this value... Could you post a log file that includes the 'good idle' ie before you blip the throttle? This might show what the cause is (maybe!)?

This confused me too, so this is my interpretation... The above represents one cell (divided into 100), the green bit extends 50% towards the cell edge, hence in this example, it is 50%. Based on this, a value of, say 10% would be more stringent and get more precise results.

Hi, I have been looking into this as I spent a lot of time refining my idle control. I'm not an expert, but here's some comments for consideration: 1. The idle ignition table has an ignition timing of 8 degrees at zero idle error. I think this should match the main ignition timing table of 12 degrees at idle rpm. This is to give a smooth transition between the two tables. 2. The fuel table has 14.0% in the top left block, is this for the purpose of diagnosing this fault (it looks unusual). 3. At the point in the datalog that you mentioned (8.40.525) the idle rpm drops before the lambda goes lean. Does this suggest that the lambda 'glitch' is a result of some other event (or engine load) rather than the cause of it?

At last, my graphics issues are fixed, despite having latest geforce drivers, it was the windows setting for text scaling, it needs to be 100%, not 125%.

Humble apologies, you are spot on, can't believe I missed that! Great tech support as always, thank Adam.

Adam, I may have answered my own question? Maybe I was outside of TP Low Lockout, It doesn't appear this way, but it's very close! I expect there's a small amount of latency with PC logging. Does this sound feasible?

I appear to be running 5.6.5.3335, please see attached...

Hi, please could I have some assistance with interpreting the log file extract shown below (I tried to attach the actual log file but it exceeded max file size). I don't understand why the knock count didn't increment when the knock level exceeded the knock threshold.

Just to chime in, I have an Asus GL552V laptop and have a slightly different graphics issues, I will attach a screen dump. It's more an annoyance than a show stopper. I tried the latest graphics drivers a while ago and it made no improvement. I never got to the bottom of this problem, hoping that sooner or later a driver update would fix it!

Excellent tech support as always, thank you. I hadn't got as far as programming ECU as I wanted to be 100% happy with what I was setting up, hence the reason for seeking your advice... As you probably guessed, I'm not an experienced tuner, so apologies if my query was a daft one!

David, yes that's correct, I was seeking to monitor the fuel correction on my closed loop lambda setup (out of interest and to lean about it!). Thanks for the tip. Probably my inexperience, but I had assumed that the fuel trim tables were populated by the ECU as the CLL system made fuelling corrections. I'm still unsure why I couldn't add the fuel trim table for cylinder 4 though.

After reading a thread about using the Fuel Trim tables to evaluate the accuracy of fuelling (ie table should contain all zeros if perfect), I tried setting this up. I successfully added trim tables for cylinders 1 to 3, but couldn't add the 4th table, screenshot attached. I tried the same process on another 'random' pclr file and this worked as expected. Bit puzzled, please can you advise? Fuel trim 4.bmp 350. Fuel trims added.pclr

Thanks again Adam, I have tried your idea of a 2nd boost table and the results are great. Pic attached...

Thanks Adam, that is a great idea, I am confident that will work, I'll post my results when I have them... Many thanks for your speedy response...

I have closed loop boost control setup, which works perfectly, until I use Flat Foot Shifting. During a FFS gear change, the P and I terms of the control system become 'active' and attempt to correct the drop in boost. As I see it, I have two options: 1. Somehow disable the P and I terms during gear change, or 2. Maintain target boost during gear change. Please could I have some guidance?