Would need to wire in signal which can be high or low signal but ensure you use correct input, then this needs to be assigned as gearcut request in pin assignments.

After Watch the youtube help video on gearcut

Yes you can indeed by toggling between the FINE and COURSE option In an map.You can have the live trace via OPTIONS – TRAILING LIVE POSITION

We do not offer find position button but if pressing the space bar you can freeze the screen and see where you were based on the parameters

Short term fuel trim is Displayed as FUEMLTCLL1 for bank1 and FUELMLTCLL2 for bank2. You can log these or view in a gauge on the screen by pressing Gauge – ADD

Yes you can make a worksheet in scal and add the items you wish to view on the screen, Go to Worksheets – New – then Worksheet again and ADD CALL…You can then save this template and view it again easily by selecting the saved worksheet again under the worksheets tab..

You can add shortcut keys no problem by going to CAL in Scal and then EDIT SHORTCUTS… here you can add shortcuts for any map in Scal

The Absolute Pressure Compensation is switchable to Bleed on or Bleed off the pressure from the Wastegate to basically to help with turbo spool. The way it works is simple (maptarget-baro) / (map-baro) * Baseduty for target.

Closed throttle detection is based on how close the current throttle position is to tpsLow. That is initially set to the Initial Minimum, and can decrease if a tps position is detected which is lower than the Initial Minimim, but tpsLow cannot fall below the Minimum Limit, even if the tps reads lower than the Minimim Limit; this prevents a temporary open circuit from re-setting the minimum to an un-achievable minimum. When the tps drops below the sum of tpsLow and the Window the throttle is considered closed. It must then rise up to tpsLow plus the Window plus the Hysteresis to be considered open again.

Allowing tpsLow to drop below the Initial Minimum means that the closed throttle detection is less dependant on getting the TPS linearisation perfect, and allows some drift during operation. If the throttle starts reading lower in operation, tpsLow can drop and move the closed throttle detection down (up to a limit, being the Minimum Limit). If it starts not reading as low then it still has to creep up by the window size before closed condition can no longer be detected.

No, the cut omits fuel injection pulses to an average number of cylinders, that is to say that if you have a 33% cut severity (ie one in three) on a n*3 pot engine then it won’t always be the same cylinders that aren’t fuelled, but over a number of revolutions you’ll achieve the given average.

The Nitrous Control Load can be fully configured to either TPS or MAP with multiple multiplier to existing with control.

The Sensors are L2H2 NTK Sensors which are off the shelf available, You can use the L1H1 no problem but these are alot more money. Best to stick with the L2H2 which are cheaper and just as good. NTK sensors are very good with leaded fuels compared to the Bosch range and another reason why we use them

You are correct… On the S8c AN1 – AN16 are all fully software configurable to work with any sensor. When setting up threshold and linearization’s under sensors you can set the type of sensor aswell to suit. On the S6 Ecu the Input types are not all the same and best to see the following link http://www.syvecs.com/forum/viewtopic.php?f=6&t=401&p=1933#p1933  to understand them more

Yes this can be done under any sensor option and also we give the ability to turn of different trips in certain calibration switch position. All of the above trips can be set to lateral g guards so a car will not trip in mid corner.

Not a problem you can assign to a user defined sensor input on any 0-5V input. Then Define the sensor and log it

In the calibration you have been sent Traction was not enabled. Please contact a technician at Syvecs to enable this Free of Charge

You would assign the rear speeds under sensors to the vehicle speed and fronts to driven speed. Then you can set the gear detection to learn by ratios.
After this go to Calibration Switches – Boost control and here you have change the boost per gear for each map position you are in using our 8 Position switch.
You can also alter the Nitrous and boost delivery after the launch based on time or speeded if you look at the bottom on Launch control settings.

If wanting to control vs Speed then you can create a custom Comp Map

Should this answer not help, please feel free to contact the authorised Syvecs Dealership you purchased your ECU through.

Yes, you would assign a Input into Pin Assignment - Logging Switch

Yes See RUN- Mode Ignition – Corrections – Gear Adder

In aggressive ALS setups the Manifold pressure sensor (Map1) will see large pulses or spikes in pressure. The Plenum Damping allows users to set a fix rate of change on the Map to filter out these pulses in the manifold and avoid any unwanted control issues.

The Start Calibration is purely a calibration area for setting up the ALS at the start of the Rally Stage. Ie if you wanted lots of boost available on the Start line you could set this map more aggressive then others.

Yes and this is where our product really stands out from the crowd. As we can control perfectly the rpm and boost on the line using precise closed loop control of ignition cuts, ignition retard and fuel cuts.

Launch in Stage is best to use and there is a Help video on this on Youtube page - SyvecsHelp

WheelSpin is calculated as (drivenspeed-vehiclespeed)/vehicle in %, the wheelspin target (tcSpinTarg) is then calculated by modifying the base values in the Steering angle and Lateral G spin target tables. Multipliers and adders are also applied based on settings on Traction control and Calibration Switches also….. Then the strategy kicks in when a tcSpinErr is produced. tcSpinErr is calculated as WheelSpin-tcSpinTarget

The Overal torque reduction demand (tcTrq) is then calculated as tcSpinErr multiplied by Base Gain and the gain multipliers under Calibration switches…  This can be clamped then by Torque Reduction Clamp.

Finally Ignition retard and fuel cuts are applied based on the TcTrq amount vs the Ignition retard and Fuel cut severity calibrations.

This is not a problem you would assign one of the 8 Position switches to have a lower limiters and boost target under calibration switches

Yes you can make a worksheet in scal and add the items you wish to view on the screen, Go to Worksheets – New – then Worksheet again and ADD CALL…You can then save this template and view it again easily by selecting the saved worksheet again under the worksheets tab..

You can add shortcut keys no problem by going to CAL in Scal and then EDIT SHORTCUT,  here you can add shortcuts for any map in Scal.

WheelSpin is calculated as (drivenspeed-vehiclespeed)/vehicle in %, the wheelspin target (tcSpinTarg) is then calculated by modifying the base values in the Steering Angle and Lateral G spin target tables. Multipliers and adders are also applied based on settings on Traction control and Calibration Switches also.

Then the strategy kicks in when a tcSpinErr is produced. tcSpinErr is calculated as WheelSpin-tcSpinTarget

The Overal torque reduction demand (tcTrq) is then calculated as tcSpinErr multiplied by Base Gain and the gain multipliers under Calibration switches…  This can be clamped then by Torque Reduction Clamp.

Finally Ignition retard and fuel cuts are applied based on the TcTrq amount vs the Ignition retard and Fuel cut severity calibrations.

The Sensors are L2H2 NTK Sensors which are off the shelf available, you can use the L1H1 but might find the lizearizations needs to be adjusted.
We would recommend sticking with the L2H2 sensors which are cheaper anyway.

NTK sensors are very good with leaded fuels compared to the Bosch range and another reason why we use them.