Vaughan

You can use a spare Analog if you want to use Neutral switch but I don't see it as being a particularly important input. It can be used in idle control and some CAN stuff but shouldn't be required for anything important.

Looks like DI11 isn't exposed anywhere, neither are Aux11-16. It is possible to have more pins physically exposed if you need them, you can also use spare Analog pins for switched (not frequency) inputs. DI9 on the main header would not be a bad choice for the turbo speed, it is neutral switch in the WRX104

attach a copy of your basemap and a log please

Your closed loop Lambda Gain Table is all zeros, try something like the attached image

OBD2 functionality is coming in 6.18 which is expected to be released by 21 August

looks like you are losing the Trigger 1 signal, I would recommend checking the wiring on your trigger plug going into the distributor, I've had issues in the past with the wires going into that plug failing.

The current release and prior have only off and openloop statuses when using open loop boost control, this has already been improved to have the lockouts also displayed in open loop boost control and will be in the next release (should be available soon). they are percentage multipliers, e.g. 40% in the table and and ect value of 50% will result in 40*(1+(0.01*50)) = 40*1.5 = 60% (as per the help manual, target trims are offsets and wastegate DC trims are percentage multipliers). I can't see any reason why it wasn't giving you a duty cycle but I am looking at much newer code which will have had multiple improvements and fixes made to it . I would strongly recommend updating to the newest PCLink and firmware available.

out of curiosity could you please share a picture of the warning saying the engine is rotating in the wrong direction?

This will be fixed in the next release

First up you are running very lean based on your Lambda 1 reading and it looks like it is missing at around 5000 rpm on the full throttle log as the lambda oscillates between ~1.2 and ~0.8. I would start by fixing your fueling as unless the lambda cal is wrong it looks like it could be causing problems.

I second that

From having a quick look at the schematic it looks like ign 4 is controlling both condenser fan 1 relay and condenser fan 2 relay

Input latch makes it work like a momentary switch (press and release will make it active, press and release again will make it inactive). Pullup resistor on/off turns the pullup resistor on or off, if one side of the clutch switch is cround and the other is the DI pin you will need the pullup on. On level high/low sets whether the clutch switch is active when the DI pin is at ground (low) or above the threshhold voltage (>~1.5V, High). active edge can be ignored, it is used for more complicated functions.

to use a virtual aux as a gp output go to Auxiliary Outputs > GP Output, select an available gp output and set its 'Output' to the virtual aux you want to use. can you attach a copy of your basemap to show what you've done for the CAN stuff please

Have just added a note in there

are you getting spark when cranking, have you calibrated the timing?

depending on your bottom board version analog 1 could either be pin 73 or the onboard map sensor (V1.1 is pin 73, v1.2 has 2 0R resistors to select either pin 73 or on board MAP and v1.3 onwards An Volt 1 is connected to the onboard MAP). If v1.3 or later you can't use Analog 1 for anything other than onboard MAP but you can use the onboard MAP instead the factory MAP sensor located on pin 73 freeing up that analog input (An Volt 8). An Temp 3 can be used as another temperature input.

If ISC Override is turned on a table is allocated for antilag (and another for cyclic if it is turned on), these tables control the idle position (EThrottle pos if using Ethrottle for idle control) when antilag or cyclic is active. When controlling EThrottle idle pos from antilag or cyclic override the idle clamp is ignored. Basically setup how you want the throttle to operate when in antilag using the AL ISC Override table. Help manual on this:

I occasionally get it when the throttle has to move very far very fast

I've always mounted mine in the engine bay, on the chassis not the engine.

when using a fuel cut with staged injection the fuel cut has to cut both injectors completely for that cycle otherwise it will run lean instead of just not igniting. The need to use Start of Injection with a staged setup comes from needing to be absolutely sure that neither injector has started putting fuel in before deciding to cut for that cycle (if using end of injection the angle that the injection starts at is dependent on a lot of different variables which are constantly changing).

the TST185X is for the earlier revision sw20 mr2 with the 3s motor, we don't sell a plugin for the aw11 or any other 4age platform but I have seen a lot with atoms or monsoons wired into 4age vehicles.

Reasonably often a non linear axis wants linear data lined up against it such as tps as engine load or resistance to temperature, in these situations a linear interpolation taking into account axis values will result in incorrect or unhelpful values in the table. While it would be helpful in other situations to have it look scale the interpolation values with the axis the kind of axis that would want a scaled interpolation is often already setup with evenly spaced increments. I would argue that it's more useful to be able to make a linear interpolation across a non linear axis than to make an interpolation that is scaled to the axis. Thank you for the suggestion though.

when loading the file into the monsoon and saving it back again it will convert it to a monsoon basemap and you can then go set the MAP sensor to internal