That should work! Simple solution too.
Would still be nice if the clutch pedal would override this and allow closed loop ignition and airflow to function.
Neutral in driving is rare but i sometimes do this.
And in my system i need the PID in idle when AC clutch is active (and i think others need it too due to high load variation and less open loop posibilities)…otherwiese i have a high risk of stalling. So in my system the engine would probably stall with ur suggestion when i press clutch during driving.
Why not coupeling the open loop addinally to in gear is detected?..by sensor and/or calculated
I have a good news for you 
There is a new 3d table in Idle airflow control called custom correction. You can define axes and condition. It is mainly designed to correct airflow when the AC is enabled. So it solves the problem of open loop control.
Also if you press the clutch there will be closed loop. We can try use gear (closed loop when in Neutral). I add it as an option.
Is it possible to explain the “Knocking Cylinders” field format at all? I know in the EMU log is shows which cylinder is knocking, which works fine - however I want to send this out on CAN message. Is it formatted as a single byte bit field, or cylinder per byte?
It is 8 bits biftield where the lowest bit is cylinder 1 and the highest one is the cylinder 8
I am not really sure, if I have overseen it, or the function is not there → EGT Power Cut. Like with RPM or Boost Limit.
Especially if you playing arround with VE and Lambda or as generel Protection.
I have the same motor, ECU and settings and mine works fine on V3. Always has.
Is your CLT sensor setup correctly? Did you run an output test?
Yes, fan doesn’t care if output test or output is set to none, always this „emergency run“ for not connected PWM
Worked fine on v2 and no hardware changes done 
You can easily make own EGT protections.
Use the EGT Boost limit to limit boost when the EDT is too high, and in parametric outputs you can make a function that will limit RPMs when the EGT is too high
We also have BUB as an test car. We haven’t problems with the coolant fan.
Maybe engine temperature was under 85 ?
hi all if some one can look at this issues
build is Vw polo 9n3 gti 1.8t 20v with dq250 all worked fine with stock ecu .
1 .on v2 and v3 i have issuse with the abs coms system then my lc from the dq250 dont work because of the abs faults
2. when driving the car in drive or manual or sport . the issues i am having is that the ignition cut is always active during gear change. no matter what setting i change for rpm &tps for the upshit spark cut , in v2 it was only acitvie in sport and manual .
here is i pic and logs and file
20240717_0806_21.emub3 (59.2 KB)
20240717_0737 dsg gear check rpm change spark cut.emublog3 (190.5 KB)
Couple of typo’s I have spotted over the past few days 
Acceleration Enrichment Help:
DBW Target Blend %:
I think the problem with ABS is connected to the wrong coding.
To get the proper coding you need to connect OEM ECU and read the CAN stream with the USB2CAN or Peak CAN2UBS device.
Then if you publish here the file I can check the coding and give you exact numbers you need to enter in custom coding fields.
According spark cut it seems to impossible. Unfortunatelly there is no seprate log channel for that (I will add it to next version).
If you set num spark cut to 0, does it help ?
here is the can log from the car this the fault the abs faults about
i tried many different coding in the custom can setup .but lets see what you can help me with i hope to resolve this
attached is the can log from lite client in a we transfer is it wont allow me to up load it here it says the format is non supported > WeTransfer - Send Large Files & Share Photos Online - Up to 2GB Free
“If you set num spark cut to 0, does it help ?” No. only by seting the "up shift maximum igntion > 0deg then its fine
i have tried
to set
upshift num spark cut to 0
upshift spark cut min rpm to 0 or 9000
upshift spark cut min tps 0 or 100
ill be awaiting your feedback
Based on trace file the coding should look like this:
It is interresting that the gearbox code is not DSG, so this car had a mnual gearbox before.
Please try to enter the coding and the gearbox coding as F.
According gearshift and cut, it looks very very suspisious for me.
I can see on the log that something is wrong with the spark when the igniton is retarded, but canot explain what is happening. It looks like a bug in the softare.
However I will be able to check it on test bench in one week.
So far try to set max igniton retard to 15
hi yes the car was manual before and fitted dsg on a stock ecu and every thing worked fine .
I have tried this coding but still the abs gives a error.
so the ecu is wired with a plug and play loom with the 1.8t base map with v2 i used to have the can switch 8 working with the esp button. and also the Air con system when switched on will show via the can system and i used it for idle up with AC on . i am struggling to reconfigure this if you can point me in the correct direction .
“[According gearshift and cut, it looks very very suspicious for me.
I can see on the log that something is wrong with the spark when the ignition is retarded]” > So let me just be sure we are on the same understanding .>when the car is Drive mode . > pic in red to show setting in question
{upshift num spark cut to
upshift spark cut min rpm to
upshift spark cut min tps } > this maps are only supposed to be used with sport and manual mode or (drive as-well ?) my understanding is that when in drive they is not supposed to be retarding the timing when changing gears ? am i correct to say so ?.
(so remember my issues is when in drive mode the ignition cut is always active )
many thanks look forward to hearing from you
It looks like negative ignition angle cause some issues. I have never seen that in our automatizated trigger test bench. I need to analyze your base map on the test bench, but I will be able to test it in one week.
According ABS what are errors i ABS module if you check it with the vcds ?