Vaughan

Fair, you could give it very sharp cutoffs by playing with your axes or you could possibly use a math block instead of the gp pwm as it looks like it would be a reasonably simple equation.

Why not just use the gp pwm output directly with either 0 or 100% Duty Cycle?

attach a copy of your new and old basemap please and I'll see if I can spot what's wrong

The factory tacho signal is probably taken from flyback on the coil negative. I have heard of this style of tacho working with the addition of a pullup to 12V(ign switched source) or the use of a coil like the one found in a relay to mimic the signal. I used the attached thread's info to modify my mr2 tacho to suit a coil on plug conversion.

I have changed all the pinouts to that style since the last release, will be in the next release, As I said earlier in G4X you can swap which way around it is and I have done this in the G4X basemaps hence why the above matches the mr2 bgb.

Better pinout, is in the new G4X manual but is the same as G4+

The MR2 and st185 celica have slightly different AC setups, from memory in the mr2 the ecu doesn't have any control over the ac. Pin34 shows up in my diagram as a knock sensor input yup Don't think this is configurable in G4+ (it is in G4X) but try it first before swapping pins, bigger idle numbers should give higher idle speed by convention.

have you tested it with the engine running? The CAN Lambda doesn't start the sensor up until after the engine is running. It is also possible to send it CAN messages to make it run while the engine is off.

18 & 52 are the main grounds I believe, 27 & 28 are sensor grounds and 35 is the trigger ground

Make sure Disable Digital Input is set to off or is inactive, if that doesn't work check the knock status runtime

How many pins does it have? You can typically figure out if it has an internal igniter based on the number of pins and by measuring the resistance between certain pins.

My bad, part of the risk of trying to convert basemaps using a custom program. New release will have it corrected to the G4+ axes.

straight from the help manual That's actually just the bottom board CAN plugs sorry, should be: Pin 1 = USB Ground Pin 2 = nc Pin 3 = USB P Pin 4 = USB N Pin 5 = USB +5V Pin 6 = nc with the pin numbering being for the round plug

same setup seems to be working for me here, do you want to attach a copy of your basemap? Also just to clarify did you setup that math block before making that log? The math blocks only work in real time and can't be backdated through logs.

Lights should stay on a short while after turning the key off as the JZX100 has ECU Hold Power (For the idle stepper motor). Does the ECU stay on indefinitely or does it turn off after about 10 seconds? if indefinitely try unplugging it and plugging it back in to power cycle it.

what does the hardware ID show up as when it isn't installed via legacy hardware? (i.e. when it is showing up under other devices)

Have you got the tuning cable plugged into the correct port? (the USB port on the side of the Top Board, not either of the CAN ports on the bottom board)

with the E-Throttle target keep 0% tps for 0%aps but make it more linear from there to make it more aggressive, I found with the big v6 I need to put in a decent curve to give me better throttle control down low

When Trim Limit tables is set to 3d tables the update rate is changed to a 3d table

A bunch of CAN streams will be included with the next release Configurable_Generic_Dash_Stream.lcs

Could you please attach a copy of your basemap, are you doing this offline or while connected to the ECU?

A few notes: In G4X set your ethrottle target table to 0% at 0% accel pedal and set the idle base positions to the appropriate tps targets for idle. (G4X uses a clever bit of code to combine ethrottle and idle targets to ensure on exit of idle that the position doesn't dip). Closed loop idle only uses Integral control, Ignition idle uses Proportional and Derivative control Torque management help hasn't been done yet and that code isn't officially finished yet, I plan to test it more (has already had a decent amount of testing) and write the help for it either this week or next week. Accel sens was initially a single value but it was requested that it be made into a table to reduce it's effect "at the top end". I would recommend turning on asynchronous injection (under fuel main) and then seeing if you actually need accel enrichment, I found with my car that asynchronous injection is faster and more precise than a more traditional accel fuel. I'll make sure this help is corrected if I haven't already done so. Have a play with that accel fuel axis to see what suits your car the best, any feedback on this is much appreciated. I've attached a copy of the basemap from my 2GR-FE, It should be a half decent example of an ethrottle idle setup although I am not using closed loop idle, just open loop and ignition. vaughans_mr2.pclx

During shifting you should typically hit the TPS Delta lockout meaning no CLL over the shift, when in overrun it is disabled by the overrun fuel cut (if you are using it).

gain table should get more aggressive with bigger errors, the setup you have will cause large oscillations at small errors and very little change at big errors, mine looks like this:

Toyota JZX100 Plugin.pclx will be in next release