Vaughan

What kind of auto? A340 of some form?

Okay great - that's good to hear. Thank you for checking that for me! And I'll do that as well for the fuel table. 

I've give all this a try tomorrow! 

yes, commonly you would just switch to ground but you can also switch to 12V

Yes, the coils are paired by tdc so you are firing one cylinder just before tdc on compression stroke at the same time as the matching cylinder just before tdc on the exhaust stroke (and so it has no effect on that cylinder) whereas the injectors are timed so that the fuel is injected similar angles before intake stroke as explained in the top half of the above screenshot.

Yes

I went through this on my MR2, wired the gearbox sensor directly to the ECU and then wired a spare Auxiliary output to the signal wire that used to go to the gearbox speed sensor. From memory I did need to change the power to the gearbox speed sensor from 12V to 5V for it to work with the Link.

Thanks that worked great.

It is a language based AI not a math's based AI. Also how will it improve ignition timing without any ability to measure torque and it is not in anyway setup to deal with knock audio.
What kind of GP PWM construction are you doing that would require the use of an AI, also once again it is a language based AI not a math or logic based AI.
Not a math based AI. If you did have a math based AI and you fed it all of the factory scan tool data and the raw CAN bus you could use it to find patterns of things that match.
Theoretically this should be covered by a well written help manual and for chat GPT to be of any real use it would have to be trained using data more specific to GP PWM outputs and the use of basic logic than the training data from the internet that it will have had access to.
It is a language based AI and will have no concept of how a trigger pattern is decoded. To figure out what trigger settings to use given a random motor the most important thing to know is what the trigger disks look like which is not something chat GPT will know or can deal with. The trigger settings in PCLink and how they work are also specific to Link and so it would have had to have been trained on specifically how these settings work in a Link ECU which it will not have been.
 
Given how specific and logic/technical information based ECUs and tuning are a natural language model AI like chat GPT would be of very limited use especially when compared to a help manual which specifies how different features and settings work. The answers you would get from chat GPT might sound right and be easy to read but they would not be likely to answer the specific question in a useful way or be technically accurate.

Yes that is a 24-2 trigger wheel and yes you will need to redo your trigger calibration angle.

Can't turn on knock control while the engine is running.

Yep, that seems to have fixed it.  Per usual, it's user error on my part.  =)

Based on a quick look your trigger settings should be more like this

Absolutely do this, also check the AEM is transmitting as Lambda 1 if that doesn't fix it.
And I would recommend updating your firmware as you are using quite an old version.

I have added notes in a couple parts of the help manual to clarify that the target tables are in absolute pressure not gauge pressure.

You may have just solved an issue with my BRZ.... 

Your log shows gear ratio values of ~125, 70, 45, 33 and I don't think I saw a 5th ratio where your basemap shows ratios of 130, 75.3, 51.1, 36.6 and 29.2.
I would recommend taking a short log of you driving steadily in each gear and repopulating your gear ratio table with the appropriate Gear Ratio Calc runtime values from that log

Yes the JST plug on V1.4 Subaru V6 pnp bottom boards matches the above and can be used to power things including CAN Lambdas. Note Haltech doesn't necessarily use the same pinout as the Link CAN Lambda and so some re-pinning of the connector may be required.

Actually given it takes 1s to shut I think it's a mechanical or a TPS reading issue as it shouldn't take 1s to shut even with no power to the throttle
Can you replicate the log while watching the throttle to confirm TPS is correct?

longer math channels but no additional and no additional table allocations as of yet.
Is your single value negative, does it always force a second cell with a 0 value? can you take a screenshot of what it is doing?

When taking a trigger scope it saves a copy of the trigger scope in the PCLink install Directory 'Logs' folder so permissions preventing that file save would absolutely cause a no data situation when trying to capture a scope.

No, this is my own setup on an SW20 endurance car, I think I have the last MME H-Pattern kit they sold.

Wiring changed and Ethrottle is now all working correctly. 
thanks for everyone’s help. 
the support has been great!
much appreciated. 
josh

Thankyou both, that has definitely cleared up the situation for me. Was looking into the plug and play for the convenience and time/cost saving. However it'd probably be better to save up a few more pennies and get the wire-in, take the time to make an adapter loom and then have an ECU that's more transferrable if the project car changes.

They'll be longer in the next release

Good to know! I haven't been using transient ignition trim either and only saw one instance of knock at the track during a big downshift, so I left it alone. I guess with the new trigger this should be all gone now.
 
@Adamw Thank you for sharing an example and giving details on each aspect. It certainly helps to know what to expect as normal. What made me look at the idle ignition was that the engine felt different and there were more vibrations at idle. I'll try D=0 and increase P as you said, but I feel better knowing there isn't an issue caused by the new trigger. 900% more resolution?! I hadn't thought about it that way, but going from 90 degrees per tooth, to ~10 degrees is a big jump.
Cheers! Thank you both!