1. Fixed a bug on Win10 and higher, the mouse wheel over the graph did not work when moving and zooming the X-axis.

5. Added compression of uninformative values of acceleration and compression graphs. When the speed was sharply set or reset, the acceleration and compression graphs turned into peaks that occupied most of the useful space on the screen, without carrying any useful information.

 

6.Completely rewrote the crown calibration algorithm. The main goal is to increase accuracy for gasoline engines with more than 6 cylinders, and to take into account diesel engines with their high compression ratio, which leads to significant unevenness of rotation of the engine.

The previous algorithm worked very simply - it selected the most stable area on the first reset (similar to a run-out). If the first reset was unsuccessful, for example, the fuel was burning out, the accelerator pedal was not fully released, there was a transition process right on the reset, then the program still calibrated the crown on this first reset, not taking into account the following, possibly cleaner revs. For gasoline engines with no more than 6 cylinders, this calibration was quite sufficient, i.e. both new and old calibrations produced the same results. But if there were 8 cylinders, where their mutual influence on each other was quite significant, due to the fact that the next cylinder starts working even before the previous one finishes, then the old calibration noticeably smeared the already overlapping contribution of each cylinder to the work of rotating the KV. The new calibration, of course, cannot completely separate the physically overlapping contribution of each cylinder, but it still allows you to measure the contribution more accurately. On diesel engines, especially with low compression cylinders, the old calibration performed at the first discharge (open valve, air entering the cylinders) sometimes led to incorrect results.

A new calibration is performed at each RPM reset, constantly updating the values and additionally evaluating the purity of each RPM reset, i.e. how close the reset is to a clean run. Because of this, during real-time analysis (dynamic analysis/ online) after each reset, acceleration, compression, and bar graphs may change slightly due to the refinement of calibration values and the need to redraw previous values, which occurs with a slight delay. The more revs there were, the less the charts will change after each reset. For proper calibration, it is not necessary to make several speed resets, usually one reset performed according to the method described in the topic header is sufficient. But if the first speed reset is not performed according to the method, then you can perform the next set and correct speed reset without stopping recording (on gasoline engines, the last reset with an open ignition is not suitable for calibration), the new algorithm will evaluate the resets and recalibrate everything correctly.