I do have one suggestion that you may find helpful. It is common for remote (ie not bolted to the throttle body) MAP sensors to be located as high as possible in the engine bay to avoid any fuel/oil from entering the vacuum pipe causing erratic operation and leading to sensor failure. In fact the FI classic Mini used a fuel vapour trap in series with the vacuum pipe to prevent this. I recall my first Morris Minor 1954 vintage had a vapour trap in the metal vacuum line to prevent damage to the distributor advance diaphragm.
Good idea - if we get no interest in a track day - or morning - then there's little hope of anything else and no one needs special licences/fireproof suits etc. Will pen something for the next mag and see what response I get. On the electrics/programming front the problem I've experienced - with various cars of mine - is getting someone that knows what they're doing - if you're farming it out. The guy that did the power steering for me recommended a chap who he reckons is brilliant but Jaguar have booked him for the next three months to sort out their own ecu/fuelling issues! If they can't sort out their ecu's in house what hope for the rest of us! Cheers Andrew
A useful tip that has helped me with many problems with difficult software is getting a program called "Team Viewer". It is free. You must have internet access on your laptop for it to work! What this allows is remote access to your laptop. You can then phone the supplier and get them to remote access the software and have a look for you! Marvelous as they can drive your laptop like they are sitting in front of it! You can watch them do it on the screen while you talk to them on the phone and tell them what you want. What happens is you open team viewer which then displays a number and an access pin. You give them both numbers and they are in. Most places we deal with support Team Viewer athough there are a couple of other versions that do the same thing.
I had a look at the website but it doesn't give much information. From earlier posts, I thought it was self tuning relying on the feedback from the wideband sensor and learning from the driving style. Are you able to access and modify fuel and ignition maps on the laptop which is the usual method of tuning?
If so, I think the only way is to have it set up on a rolling road.
I will try and move these posts to the fuel injection thread shortly. I think it was my fault it has grown on Andrew's thread.
If you get crazy rpm readings from the ECU the posible causes include:
ignition trigger (I think it's in the distributor?) the gap is wromg or inconsistent ignition trigger wires passing to close to the plug leads
less than 100% perfect grounding, engine earth strap, distributor body, ECU earths. Easily checked by testing for voltage drops from the battery negative post to the engine, distributor body and ECU earth(s).