Well, I spoke with Kenji Uchida (Trust R&D assistant manager) about the negative number problem. He was unaware of it, so I told him that I was at the Tokyo auto salon LAST YEAR also and complained about the problem. He was very cool and told me to e-mail him a log of it happening, and a config file and he would get the R&D dept to fix the bug on the GTO (3000GT). I e-mailed him the files yestarday, so I should hear back from him and Greddy USA pretty soon. I made sure he knew that ALL GTOs have this problem and that it needs to be fixed. Hopefully he is good for his word.
as far as the 2 step launch problem. Just take your RPM signal from the "ignition signal". It's one of the choices in the setup window. Logically, just based on the way the ecu is designed, you CAN NOT use RPM signal input from the PTU and use 2 step. here is why:
The PTU sends the RPM signal to your tach by reading every time a coil is triggered. When the E-manage engauges the 2 step, it skips some cylinders that the PTU is supposed to trigger. When this happens, there is no coil fire, and also.........no tach signal through the wire. This is why the Tach dies if you DO use 2 step other ways. The correct way to get RPM values to the EMU on our cars is to get it through the igntion input. This will give you a steady, smooth RPM curve, and allow you to use 2 step, no lift to shift, etc.
When you do this, the EMU actually does the same thing as the PTU, it takes the ignition triggers the ECU sends to the PTU, and counts every time one happens. It then makes an RPM value JUST LIKE the PTU. It uses this for RPM values.
In short, they aren't going to fix the "no 2 step with external RPM signal input" because..............they already did. You use ignition input instead, works flawlessly.
Another problem I remembered today was the fact that the Warning feature doesn't work with Knock values. I will E-mail Mr. Uchida about that also, and hopefully that will be sorted out as well.
The type of crank angle sensor we have is VERY prone to being noisy. I don't think there is anything that can be done on the inside of the emanage to smooth out that signal "software side". You might be able to add a capacitor and dome some hardware changes, but it actually works the way it is supposed to now (that's how it knows which cylinder is firing when, the big changes in signal strength. This is helpful if you do individual cylinder tuning). I can pretty much guarantee you that nothing will be done to change this.
SO basically, the ONLY problems the EMU has is
1. the -120 degree timing problem
2. no warning output for Knock values
Hopefully Mr Uchida can get these fixed
Stay posted