my99 ECUs Ae800, Ae801, Ae802

[viper1982]

Excellent I wait for the modifications of the .XML

[viper1982]

Can a wideband be linked with the original ECU of the vehicle? I have a prosport with analog output 0-5v is there a way? The idea would be interesting for the Datalogging you take to capture the AFR values. Beyond that I have the visible instrument installed, but I wanted to know if you can add that.

[Scott.T]

Not on the standard ECU.
You can normally take one of the other outputs from the wideband as a pseudo narrowband. But when I tried it years ago it wasnt as good as running the OEM narrowband.
So I run both.
Narrowband in the header to keep ECU happy.
Innovate Wideband in the down pipe for monitoring/logging.
Just use the Innovate software in parallel on the laptop when road mapping.

[Scott.T]

Viper, have you read much about this https://ecutools.eu/chip-tuning/mmc-flasher/

[Scott.T]

Lots of hours spent during Covid-19 Lockdown staring at raw hex data. Comparing it against many other forms of data from Pre97 JECS ECU, Post 99 JECS ECU and Post 2001 Denso ECU, plus a few other nuggets of information, I've managed to decode and create an XML containing these, at present :

Boost Control - Limits
Boost Limit (Fuel Cut)
Boost Disable (Learnt Ign Retard)
Boost Disable (Learnt Retard Count)
Boost Disable (IAM Limit)
Boost Enable (IAM Limit)
Boost Control - Target
Target Boost (MT)
Target Boost Compensation (IAT)
Target Boost Compensation (Atm Pres)
Boost Control - Turbo Dynamics
TD Boost Overshoot A
TD Boost Overshoot B
TD Boost Underachieved A
TD Boost Underachieved B
Boost Control - Wastegate
Max Wastegate Duty (MT)
Min Wastegate Duty (MT)
Wastegate Duty Compensation (Atm Pres)
Fueling - Primary Open Loop
Lo Det Fuel Compensation
Hi Det Fuel Compensation
Primary Open Loop Fueling
Primary Open Loop Fuel Map Switch (IAM)
Ignition Timing - Learning
Ignition Learning RPM Division
Ignition Learning Load Division
Ignition Timing - Advance
Hi Octane Ignition Base Map A
Lo Octane Ignition Base Map
Hi Octane Ignition Base Map B
Ignition Timing - Compensation
Hi Octane Ignition Compensation
Lo Octane Ignition Compensation
Mass Air flow
MAF Sensor Scaling
Rev Limiter
Rev Limit (Fuel Cut)
Speed Limiter (Mph)
Speed Limiter (JDM Only)
Speed Limiter
Speed Limiter (Kmh)
Speed Limiter (JDM Only)
Speed Limiter

[Scott.T]

Just found another 2 related to IAM, so added above

[Scott.T]

Most maps within Ae800 (Early MY99 UK/EU), Ae801 (MY99 UK/EU), Ae802 (MY00 UK/EU), Af040 (JDM STi V5), Af041 (JDM STi V6) and Ag340 (P1) remain in the same address locations.
The only item that I have found that moves a little is the Speed Limiter. Ae800 and Af040 share the same locations for the Speed Limiter, the rest are in a slightly different location.

Interestingly the STi and P1 disable boost control alot sooner than UK/EU ECU, upon detection of detonation.
P1 still has a 112mph coded limiter, hence why they also run an external electronic de-limiter.

[viper1982]

So have you managed to see all those maps on ecuedit?

[viper1982]

Originally Posted by Scott.T

Viper, have you read much about this https://ecutools.eu/chip-tuning/mmc-flasher/

I had not seen it! What an interesting option! The closest thing to the ECU jecs 99 is the module 29, although it is not the same chip anyway I suppose it is compatible.

Module 29 supports these chips
WA12212930WWW, WA12212940WWW, WA12212970WWW

I have the WA12212920WWW

I don't understand or work, what would it be? Is it a USB Dongle which allows you to unlock and read the integrity of the ECU as Ecutek does, let's say, to download the HEX map and then be edited in programs like ecuflash? I read everything but the truth I am not understanding I believe how this option is.

https://www.digital-kaos.co.uk/forum...lt-lt-lt-lt-lt

[Scott.T]

Originally Posted by viper1982

I had not seen it! What an interesting option! The closest thing to the ECU jecs 99 is the module 29, although it is not the same chip anyway I suppose it is compatible.

Module 29 supports these chips
WA12212930WWW, WA12212940WWW, WA12212970WWW

I have the WA12212920WWW

I don't understand or work, what would it be? Is it a USB Dongle which allows you to unlock and read the integrity of the ECU as Ecutek does, let's say, to download the HEX map and then be edited in programs like ecuflash? I read everything but the truth I am not understanding I believe how this option is.

https://www.digital-kaos.co.uk/forum...lt-lt-lt-lt-lt

I believe it's download and reflash tool. The dongle/usb is just the key to unlock your purchase. I expect you can download the software FREE but cannot use it without the USB dongle.

[Scott.T]

Originally Posted by viper1982

So have you managed to see all those maps on ecuedit?

Yes, I have spent many hours collating all the information I have to help unlock the address locations and decoding of all of the above.

I'm not totally sure what all the maps do, but information I have from many sources helped me piece it all together.

No single source of information I had pointed me directly at them, but with a starting point of valid bin files, through processes of elimination, studying a large archive of ECU data/application and also going back to what I had previously unlocked on the JECS 1993-1996 ECU (nearly 20 years ago), I combined this all with studying ECUEdit and how it reads newer Denso ECU I was able to create ECUEdit XML.

I'm quite pleased with the result.
But the largest factor by far was having plenty of time, due to lockdown.

[viper1982]

Good that this time has been useful for you to compile all the information and achieve that result, it is excellent for what you detail you access everything. Very good!

[Scott.T]

Originally Posted by viper1982

Good that this time has been useful for you to compile all the information and achieve that result, it is excellent for what you detail you access everything. Very good!

It's not everything. There's a lot more locked up inside. I would like to find Injector scaler info etc.
But it's enough information to be able to apply a good tune, flash capability allowing.

[viper1982]

Originally Posted by Scott.T

I believe it's download and reflash tool. The dongle/usb is just the key to unlock your purchase. I expect you can download the software FREE but cannot use it without the USB dongle.

I was consulting ECUtools this option and the specific compatibility or the AE800 ECU occasionally, they asked me for the processor model of this, and apparently the procedure is possible.

Now I was thinking, using this method you download the complete .BIN and then edit the tables in another program like Ecuflash or Romraider? In other words, is a definition ECU necessary in order to access the locations of each map that you want to alter?
once the modifications have been made, the .BIN is uploaded to the ecu by means of reflash and everything should be ok? Is that so?

[Scott.T]

Originally Posted by viper1982

I was consulting ECUtools this option and the specific compatibility or the AE800 ECU occasionally, they asked me for the processor model of this, and apparently the procedure is possible.

Now I was thinking, using this method you download the complete .BIN and then edit the tables in another program like Ecuflash or Romraider? In other words, is a definition ECU necessary in order to access the locations of each map that you want to alter?
once the modifications have been made, the .BIN is uploaded to the ecu by means of reflash and everything should be ok? Is that so?

I emailed them too and they asked the same question. I sent an image of my processor yesterday.

The key thing to take from your very short response from them is that they state "it should work" rather than it "will" work.

Their description of what their tools provide, which is quite detailed, does not align with the responses we have been given. I would of expected a more detailed response and confirmation of what access is available.

If the tools provide all the facilities as advertised I would of expected a more focussed response and knowledge of this ECU. Just because it supports the same processor does not mean the code base, comm port access peripherals and data storage is the same.

Sorry but I've been biten by this before buying EPROM programmers that were supposed to support the MBM27C1028 chip. Yes they support 1024 but not 1028.

Best thing would be to find if anyone else is using it.

[viper1982]

As is, neither am I satisfied with the ambiguous and doubtful answer. I will continue investigating and looking to see if someone has used it.

[Scott.T]

But coming back to your question.
Yes if you upload the full image, make changes in ECUedit or Romraider (defs required) you can then reflash, as long as flash goes back to same address. Files are not address mapped like an s-record, so the tool would need to be configured to load back to where retrieved.
I dont think JECS ECU use a checksum facility, but a good tool should deal with that anyway.

For accurate tuning though during live scenario you will need a logger. Preferably one that ghosts over the maps, cell by cell.
Unfortunately that's a whole new set of defs to determine where to read live data from.

Have you tried ECUedit logger via the SSM1 option. I get an SSM1 can't find error ?
SSM2 works but alot of parameters are empty or 0.

[viper1982]

I have only used SSM II which is what ecuedit lets me connect and do datalog.
Then using Evoscan 2.9 (from Mitsubishi) Use Openport 1.3 (FTDI / 12 pin / SSM) I read several parameters but there are some that remain at 0 such as Load.
In what I have tried so far the best Datalogging I have been able to achieve through the old and beloved Ecuexplorer.

I have noticed that despite how basic ecuexplorer is, it is the program that throws the most data when doing a datalogging since there are values ​​such as LOAD and IAM that are configurable from a menu and adapts to different Ecus's, not the others programs like Ecuedit. This allows me to do logs but the variables that I can see in my AE8xx ecu are more limited. Surely in newer ecus this must change.

Anyway, what I'm doing today is taking the logs with ecuexplorer, but later I open them with Ecuedit. And I contrast with "view in link mode" - "playable link" and with the xml data you sent me the other time I can contrast at least some tables and more or less see how it behaves. Although I can not modify anything, my intention is to see how the ecu behaves before boost increases and others. Find safe boost limits where possible.

As for the xml, going back to the work you took, can that xml be executed or adapted in some way to the ecuflash for example? or the xml are exclusive and unique for a certain program. That is not very clear to me.
I keep going through the groups and I have not found anyone who has ecu definitions or anything for jecs my99 / 00 is frustrating. The subject is half forgotten.

[Scott.T]

ECUFlash and Romraider definitions should be possible, leave it with me.
Epifan replied to my email regarding SSM1 and confirmed it's not supported. So I'm not sure why the option is available for Pre2001 on the menu.
Unfortunately Epifan email response have always be short/brief and a little demeaning. Which is not the best considering I paid £300, i believe, a few years back for the Pro suite.

[Scott.T]

Tried to create Romraider/ECUFlash XML but gave up, too complicated as it appears to pull data from various sources (or my install has got over complicated after many many updates over the last 15 years !!!!!).

However, found this whilst googling ECUFLASH JECS :
http://www.subyclub.com/topic/12882-...tuning-option/

Which lead me to this :
https://lambdatuning.com/product/flash-license/

Very interesting and an alternative to ECULabs.
All ROM images are embedded in the download, although in a proprietary format.
Very detailed definitions for the JEC 99/00 ECU (access these by downloading S/W and then select file New)
Cost would be $350 for tools and 1 ECU Licence.

Supported Vehicles : https://lambdatuning.com/support/supported-vehicles/

More Info here : https://www.rs25.com/threads/diy-pro...thread.227292/

Would be interesting to see how good their logger is and whether it Ghost's over the maps. I have emailed them.

However, your virus protection may not like it.
There is a note about this on the website.
My virus detection prevents download, and also erases the exe file if you turn virus protection back on.

[viper1982]

This looks great! I'm going to read and see what you sent.

[viper1982]

everything it details is very good. Everything is so ideal that I even imagine that this was done by a former Ecutek employee hahaha. this method opens the doors of the ecu without modifying the bone input that evidently have obtained profound information from the ecu jecs and their ecutek counterpart or something because everything leads us to think that it modifies just as Ecutek does. The truth is that it is very good and it makes you want to take the risk and ask for it. I was almost determined to eculabs but this that you shared has left me in doubt that it will be better. also that the values ​​are similar. The difference is that there is no need to send the ecu for modification, which benefits me a lot given where I live.

[viper1982]

Doing a little research with the FreeSSM I could see the ROM ID of Original AE780 ECU (not my prodrive) to see if the Lambda Project has it, and yes, it has that exactly is more I just found out that it is Revision 3. There are all the most used GC8 ecu. The truth that the possibilities that I saw there and maps ... is incredible. I uninstalled the antivirus. I wanted to be able to test the software correctly without disturbing the antivirus.

[viper1982]

Today I had a long Facebook chat with the lambda people and I liked the attention and advice. gives confidence to the system. I share a comment that happened to me which is interesting to start.

[Scott.T]

I had email response from Michael @projectLambda today aswell.

[viper1982]

What did you think of everything? Did you consider purchasing it?

Today I contacted a friend who lives in Vancouver so that when I can go and buy me the Bluetooth interface since shipping to Argentina is not possible.
I get the license online so there is no problem. And the shipment of the device will have to be made by DHL or similar. It is a problem where I live with the shipments. So when I fix all the logistics I plan to buy it to test. I found it easier than Eculabs under the circumstances.

[viper1982]

Yesterday I finally made up my mind and acquired the license for a single ECU. So I contacted Michael again to ask him some questions, I sent him the BIN of my Prodrive AE801 ECU. and I generate the corresponding .tune file.
Anyway, mine is going to be long since the interface will go to buy a friend from Vancouver and see how it makes me get to Argentina. So until I can get my hands around and do something it's going to be a while yet. But minetras so much I am studying the software and the possibilities. What did you do in the end Scott, did you acquire something or are you still analyzing the options?

Anyway, my request for definition for the ecu prodrive was only to see if it solved something for me and the truth is that it generated the solution very quickly. The truth is that everything is very good and good attention.
I plan to modify the original AE800 and always work on that ECU. the prodrive remains from Bakcup in case something bad happens or I do something wrong with the ecu.

[viper1982]

Due to my lack of experience and habit of working with other units and seeing the tables in another way, I elaborated this excell to be able to see better what I interpret easier, I buy for whoever uses Lambda tuning over there it helps.

Although I still don't have the interface, I am investigating the lambda program to be able to do something when the moment of truth arrives.

[Scott.T]

Originally Posted by viper1982

Yesterday I finally made up my mind and acquired the license for a single ECU. So I contacted Michael again to ask him some questions, I sent him the BIN of my Prodrive AE801 ECU. and I generate the corresponding .tune file.
Anyway, mine is going to be long since the interface will go to buy a friend from Vancouver and see how it makes me get to Argentina. So until I can get my hands around and do something it's going to be a while yet. But minetras so much I am studying the software and the possibilities. What did you do in the end Scott, did you acquire something or are you still analyzing the options?

Anyway, my request for definition for the ecu prodrive was only to see if it solved something for me and the truth is that it generated the solution very quickly. The truth is that everything is very good and good attention.
I plan to modify the original AE800 and always work on that ECU. the prodrive remains from Bakcup in case something bad happens or I do something wrong with the ecu.

Hi, Sorry for the slow reply. Having now been working from home on a Laptop for 5 - 6 weeks picking up another laptop in the evening has not been a priority for me.

I am not sure whether I will go with ECULabs of ProjectLambda yet, I need to look into a few more factors and features.
Neither provide a ghost/overlay when live tuning, which is a great feature for cell-by-cell calibration, even more so with direct flashing, rather then 'block of cells' calibration which is what you would resort to when your trying to match load Vs rpm from another window/view 'on-the-fly'.

In conversation with ProjectLambda they do seem open to enhancing the product and pushing features, such as this, higher up the development plan. Therefore I may see if I can tailor the solution to my requirements.

I would also like to see Primary Fuelling in AFR, because Injector Pulse Width is of no interest. I want to set the fuelling in the ECU to match, as close as possible, the AFR read by the exhaust probe across various load and rpm conditions, I don't want to be 2nd guessing what the IPW needs to be, the ECU can sort that via its own coding/maths.

[viper1982]

Hello Scott, good for one of the points that you say I already have the solution, I asked Michael the same, and he gave me the option of being able to use a map with "Live Tuning"
In fact what I did was email my Prodrive.BIN I compiled it in such a way that now I have an ECU definition of my prodrive, and this is my starting point as it has improved features compared to the original AE800, so that given this the truth that gets more interesting.
I attach the .tune for you to see, open it in the lambda software and you can see all the features that support live tuning.

In case you want to convert your AE800 / 801/802 into live tuning you just have to write that map that I send you and automatically you will not only have all the maps and behaviors of the Prodrive ECU but it also supports live tuning. And you already have a very good starting point.
What michael did is to combine the live update characteristics of the AE831 with the BIN that I sent him therefore he now supports the functions of live modifications.

Regarding what you say about the readings with other ways of interpreting, ami gave me headaches, I did not understand anything. What I did was at least with the base map of was it is to make me an excel spreadsheet to convert the values ​​of% to AFR
I am still trying to understand the maps of "Fuel Power mode" Fuel ratio A and Fuel Ratio B do not understand yet.

[Scott.T]

That's good to hear. Can you post up a video of the live tune/overlay in action ?

[viper1982]

There I finished editing the above and put the files.
I bought the license and paid for it. and I'm still waiting for the interface which a friend from vancouver went to buy for me to send it to me. I do not have the interface in my hands but with what I am seeing with the program and the possibilities it gives me a good idea of ​​how everything is coming. so far I like it. I'll see when I have the interface and make it work.

[viper1982]

Originally Posted by Scott.T

That's good to hear. Can you post up a video of the live tune/overlay in action ?

Going back on this same thread. I saw this. will you have the .bin of that ecu to facilitate me?

ECUTEK TEK2 : 15.96psi, dropping to 11.47psi at redline
This was ECUTEK's upgrade that was good for 260BHP with a Cat or 270-280BHP with decat. It pushed the TD04 Turbo to it's limit.
Boost runs a similar profile to the Ae801 but with higher limits
Fuel is a touch leaner at the same load levels than an Ae801, but richer if it hits the higher load values induced by the additional boost
Timing is adjusted (retarded slightly) due to the additional load/boost achieved

[Scott.T]

Originally Posted by viper1982

Going back on this same thread. I saw this. will you have the .bin of that ecu to facilitate me?

ECUTEK TEK2 : 15.96psi, dropping to 11.47psi at redline
This was ECUTEK's upgrade that was good for 260BHP with a Cat or 270-280BHP with decat. It pushed the TD04 Turbo to it's limit.
Boost runs a similar profile to the Ae801 but with higher limits
Fuel is a touch leaner at the same load levels than an Ae801, but richer if it hits the higher load values induced by the additional boost
Timing is adjusted (retarded slightly) due to the additional load/boost achieved

Sorry no. I only have an html extract showing key maps that I obtained from a ECUTEK beta tester many years ago.

[viper1982]

Originally Posted by Scott.T

Sorry no. I only have an html extract showing key maps that I obtained from a ECUTEK beta tester many years ago.

Any data you can give me about what you have anyway helps me, it is to compare fuel map, behavior of wastegate duty cycle or any information to compare and observe, since in the lambda there are many ecus I am currently looking and Comparing tables, out of curiosity and I think you can guide me at the time to be able to make a modification to my basemap when the time comes and I have the hardware in my hands.

[Scott.T]

Originally Posted by viper1982

Any data you can give me about what you have anyway helps me, it is to compare fuel map, behavior of wastegate duty cycle or any information to compare and observe, since in the lambda there are many ecus I am currently looking and Comparing tables, out of curiosity and I think you can guide me at the time to be able to make a modification to my basemap when the time comes and I have the hardware in my hands.

With a TD04 turbo there isn't much more you can do over the Prodrive ECU. You could sneak the peak boost up a touch, maybe 0.1 bar, and then hold it a little higher at the top end, but probably only about 0.1-0.2 bar above where it is now.
This will need a corresponding adjustment of the boost solenoid. A rule of thumb is to adjust it the same % as the adjustment in target boost.

Fuelling on the Prodrive ECU will probably be fine but keep an eye on the ignition timing. I would start with pulling 1-2 degree's out around 4600 - 5400rpm at peak load, then just keep an eye on you IAM or if possible listen with DetCans.
Losts of 3rd gear 2,500rpm to 6,800rpm pulls should be done and if possible an un-natural 2,500rpm 5th gear pull for as long as you dare. This really checks overboost during spool and detonation well, but it's quite a tricky one to do. If you can't do 5th then 4th should suffice.

Keep an eye on what load is being produced and try and tune it so you have at least 1 column remaining. Ghosting/map overlay will help here if it works during live tune.

Does the ProjectLambda have the feature to flash the CEL upon detonation ? I've not seen it mentioned, but then it does have knock control so not such an important feature as it is on an Apexi-PFC

[viper1982]

Originally Posted by Scott.T

With a TD04 turbo there isn't much more you can do over the Prodrive ECU. You could sneak the peak boost up a touch, maybe 0.1 bar, and then hold it a little higher at the top end, but probably only about 0.1-0.2 bar above where it is now.
This will need a corresponding adjustment of the boost solenoid. A rule of thumb is to adjust it the same % as the adjustment in target boost.

Fuelling on the Prodrive ECU will probably be fine but keep an eye on the ignition timing. I would start with pulling 1-2 degree's out around 4600 - 5400rpm at peak load, then just keep an eye on you IAM or if possible listen with DetCans.
Losts of 3rd gear 2,500rpm to 6,800rpm pulls should be done and if possible an un-natural 2,500rpm 5th gear pull for as long as you dare. This really checks overboost during spool and detonation well, but it's quite a tricky one to do. If you can't do 5th then 4th should suffice.

Keep an eye on what load is being produced and try and tune it so you have at least 1 column remaining. Ghosting/map overlay will help here if it works during live tune.

Does the ProjectLambda have the feature to flash the CEL upon detonation ? I've not seen it mentioned, but then it does have knock control so not such an important feature as it is on an Apexi-PFC

It is good information that you tell me, to take into account. If the truth is that using logic and playing fine I am going to have to look for the improvement, but as you say I cannot go very far from the map that I already have, I did not intend it either since I work with the TD04. Any other advice to keep in mind that you can give me will be welcome.
I already made Detcans for that purpose when the time comes. The available fuel here is 88 MON / 98RON.
But anyway detcans as you say to check.

[viper1982]

Originally Posted by viper1982

It is good information that you tell me, to take into account. If the truth is that using logic and playing fine I am going to have to look for the improvement, but as you say I cannot go very far from the map that I already have, I did not intend it either since I work with the TD04. Any other advice to keep in mind that you can give me will be welcome.
I already made Detcans for that purpose when the time comes. The available fuel here is 88 MON / 98RON.
But anyway detcans as you say to check.

Here you mean Increase ignition by 1 degree at a time, or decrease, my English is limited and there are temps I don't understand.
"I would start with pulling 1-2 degree's out around 4600"

[viper1982]

I was looking at the maps looking a bit to see where to touch lightly, but comparing with all the other ECU definitions I noticed that they all have the MAP A = B. instead the prodrive has different maps A and B. which is the important or logical has this can you explain me please?

[viper1982]

Originally Posted by viper1982

I was looking at the maps looking a bit to see where to touch lightly, but comparing with all the other ECU definitions I noticed that they all have the MAP A = B. instead the prodrive has different maps A and B. which is the important or logical has this can you explain me please?

Finally after carefully observing the maps of all the Ae8xx note that the maps of spark B are all the same, only map A has varied in the different versions, I assume that map B is not in use in any of them.
What lambda projected will do with that map is to do the "Map Switching" in the future, thus giving a utility to this second ignition map.

[viper1982]

Ok, here I get the interface today, so the tests begin.

[Scott.T]

Originally Posted by viper1982

Ok, here I get the interface today, so the tests begin.

Great news and good luck.
How does the licence get applied to the ECU

[viper1982]

As soon as I can connect, I will tell you how it is, since my Laptop does not have Bluetooth, buy a bluetooth USB Dongle but do not check the version, this is 2.0 and I need 2.1 EDR or later for its connection. When I manage to get it and connect, I'll tell you about the transfer of lisence to the ECU.

[viper1982]

Well finally I got bluetooth USB DONGLE 4.0 Now if I can connect perfectly with the interface.
The license was sent to me via email together with the respective purchase invoice.
Everything very correct and verbose.
The connection is made in a matter of seconds, it is very stable and fast.
To what you asked Scott I reply, the license is copied and pasted in a box where it does an "update" and automatically it has 1 free license available to "record" in any ECU that is desired. When the first ECU Write is made, it is transferred to the ECU and that's it. In fact I did it today and I already wrote the .TUNE prodrive in the AE800 (OEM my99), I left my Prodrive ECU as backup. Now I "turned" the original of my car into a prodrive. And it works wonders. That said, my starting base point is the ECU prodrive, based on that I will start making some adjustments.
I enable the "Live Tune" so I must say that the system works wonders, I spent approximately 5 hours testing and I am more than satisfied. It works as advertised.

I attach some images of the ECU licensing and engraving process.
The complete engraving process of the ecu is very fast, in fact it takes about 1 minute.
I am very satisfied with the product.

The steps the first time the ecu is recorded are

1-Enter the license (for first time)
2-Do the writing simulation to see that everything is ok
3-Write.
4-Done

For Writing both green tiles under the flyer must be jumped.

* The software has Changed quite a bit from the instructions in the RS25 forum for the use and testing of the Lambda project. Many things have improved. Changed and removed other little useful.

[Scott.T]

Originally Posted by viper1982

Well finally I got bluetooth USB DONGLE 4.0 Now if I can connect perfectly with the interface.
The license was sent to me via email together with the respective purchase invoice.
Everything very correct and verbose.
The connection is made in a matter of seconds, it is very stable and fast.
To what you asked Scott I reply, the license is copied and pasted in a box where it does an "update" and automatically it has 1 free license available to "record" in any ECU that is desired. When the first ECU Write is made, it is transferred to the ECU and that's it. In fact I did it today and I already wrote the .TUNE prodrive in the AE800 (OEM my99), I left my Prodrive ECU as backup. Now I "turned" the original of my car into a prodrive. And it works wonders. That said, my starting base point is the ECU prodrive, based on that I will start making some adjustments.
I enable the "Live Tune" so I must say that the system works wonders, I spent approximately 5 hours testing and I am more than satisfied. It works as advertised.

I attach some images of the ECU licensing and engraving process.
The complete engraving process of the ecu is very fast, in fact it takes about 1 minute.
I am very satisfied with the product.

The steps the first time the ecu is recorded are

1-Enter the license (for first time)
2-Do the writing simulation to see that everything is ok
3-Write.
4-Done

For Writing both green tiles under the flyer must be jumped.

* The software has Changed quite a bit from the instructions in the RS25 forum for the use and testing of the Lambda project. Many things have improved. Changed and removed other little useful.

Can you drive and live tune with the Green Diagnostic connectors connected, or do you connect only to flash.
Connecting Green connectors normally drops the car into diagnostic mode with no BCS boost control.

[viper1982]

The ECU flash connection can be left permanently without problems, but only by jumper. not connecting the two terminals that would be of the diagnostic cables (Green). I attach a photo.

[viper1982]

I have seen that the datalogs that this program takes are not opened by ecuEdit, and I was very used to it. Is there any other similar and good log viewer like the ecuedit to open the CSV?

[Scott.T]

Originally Posted by viper1982

I have seen that the datalogs that this program takes are not opened by ecuEdit, and I was very used to it. Is there any other similar and good log viewer like the ecuedit to open the CSV?

Can you open them in Ms Excel

[viper1982]

I tried as Scott says and if it opens through Excel, I miss the quick view graphs of EcuEdit, I had adapted very well to that logger. Simple and effective. But well this is so I must adapt to other methods.

Today I tested the connection of my other programs that I used to use through the Bluetooth device, and it works very well, I assign a port that in my case is COM 10. And through this I was able to connect with Free SSM, EcuExplorer and Romraider (Function Logger).
Communication is very fast and stable even being about 5 meters from the vehicle.

Analyzing with the vehicle at idle, draw some conclusions, comparing the logger data from different programs, and the most interesting thing I want to do is to draw a relationship between the "LOAD" index, there are programs that calculate it in g / s and others in "Calculated" which I don't know what it would be.
Then I could see that the softwares detect my ecu AE800 as the AE830 / 831 of course ... use the firmware of that ecu to be able to use the "Live tuning" functions. So I share this so that you can see more or less how everything is going. The system works very well, I have to do more tests and logs but I cannot do it given the quarantine of my country. The best tests will be when all this happens and you can go freely on a highway.

LOAD, Approximate relationship in equality of condition:

(Ecuexplorer/lambda tuning) 0.25 g/r
Romraider 5.5 (unit calculated?)

[viper1982]

Today consulting Michael from the Lambda project, he told me that I need to make a connection from the Wideband output (0-5v) Direct to the original ECU signal of the oxygen sensor, to do datalog temporarily and then reverse this so that the ECU the car back to work with the original sensor (0-1v). Well, now my question arises in the fact that I will be putting 5 volts to that signal cable that originally works with 1 volt. This is safe??!

This connection would be temporary, I commented, and it is because my wideband instrument (Prosport EVO series) does not have a digital output, but an analog one. It has two one of Narrowband 0-1v
and Another Wideband 0-5v output but both are analog.

[Scott.T]

Only Lambda Project would know if the input is ok to handle this on the ECU.
Do you have to rescale the input in the ECU software. If not I guess the scaling is the same so the voltages will be similar.

The lambda probe generates its voltage via a chemical reaction a bit like a battery. When the gases flow over it the oxygen in the gas causes a chemical reaction in the sensor and it generates a small voltage.
At idle or cruise the ideal mixture is 14.7:1 AFR which causes the lambda to generate 1.0V lambda.

As you drive harder the car richen up and the voltage decreases due to less oxygen content.
So in theory if both lambda probes wideband and narrow band generate 1V at 14.7 then both will reduce in voltage, so not a problem.
However after a quick Google i expect the wideband may produce 2.5v at 14.7, which may not be a problem for the ECU but the Software will need rescaling. Maybe it provides a narrowband/wideband soft switch

[viper1982]

After making the connection, it is indeed necessary to calibrate or rather make a table of values ​​in Volts / AFR / Lambda to interpret the values ​​it returns in 0-5 Volt. There were no problems, everything worked correctly. The goal is to perform Datalog then reverse the normal 0-1v connection. I made the connection using a 3-point inverter key, so that going from 0-1v or 0-5v is in just a moment. Intercepting PIN 21 of connector B136 of my ECU.

The table that the wideband brought me helped. but he still needed a parameter data collection to have the initial calibration. observing the read AFR and at the same time taking note of the value of Voltage that the datalog throws.

At the same time, varying the fuel load compensation allows a specific rpm range to be varied in real time at an AFR / lambda range in order to take the necessary readings.

[Scott.T]

Personally I'd just run the wideband with it's own software in a separate window.
Just log the richen up with a 3rd gear pull from 2500rpm to 7000rpm to make sure your happy i.e 14.7AFR - 11.2AFR. It doesn't really need the precise cell by cell logging and tuning that the Ignition timing needs. Just by looking at the fuel map you can set it to what you want to achieve.
If it doesn't achieve what it's calibrated/mapped too, then that's probably down to very bad timing setup, MAF calibration or Injector calibration. But on a fairly standard car with OEM injectors, MAF etc... it should be pretty close.

Also remember to free air calibrate your lambda probe to make sure it's reading accurately

[viper1982]

For a good free air calibration would it be necessary to remove it if or if the downpipe or is it enough that the vehicle is not running at least from one day to the next so that there are no gases inside that alter the calibration? what do you recommend?

[Scott.T]

For the wideband it's always best to calibrate it removed. Because gases and oxygen content at the down pipe will not be representative of clean air,.

[viper1982]

I am considering changing the Wideband instrument that I have been using, I am not convinced by the result to do datalogs. In the Rich & ideal regime, the voltage sampling in the datalog is good, but in the most important range close to the 10/11 AFR values, the output is very fluctuating.
I was looking at two models to see if you have experience with one.
The Innovate MTX 3918 Plus & AEM X series 30-0300.- Both instruments equip the same Bosch LSU 4.9 sensor
My current Wideband Prosport equips that too, but the truth is that I am not convinced by the quality of measurement to look for something fine.
In WOT condition according to my prosport all the "rich" 10: 1 always. And I have the original tune it is impossible that it is always 10: 1. (I have already done free air calibration) I also bought a new Bosch LSU 4.9 sensor to rule out any problems, but I am almost certain that the problem is the instrument is simply not good.

Do you have a reference regarding these two brands and models? Any recommendation?

[Scott.T]

I use an innovate for live tuning in an exhaust tailpipe clamp.
I also have the same model innovate hard wired into my down pipe, with an innovate gauge in an A pillar pod.

[viper1982]

Good to know that the Innovate brand has worked well for you then. Finally I acquired the Innovate MTX L Plus which I found useful that in addition to the analog output of 0-5v it has the option of connection via serial port. Also modification of some parameters by this last method. I will wait for the install to arrive and continue with what I was about to start doing. The results of readings with the prosport leave much to be desired.

[Scott.T]

Prosport are budget gauges.
Not as good as the original Defi

[viper1982]

As you say, even so, I cannot complain about the Prosport brand in the following instruments that I have have given me excellent results:

* oil pressure (electrical)
* water temperature (electrical)

In these two instruments of the prosport series EVO digital line I cannot say anything wrong, on the contrary.
The water temperature coincides with the ECU reading at a difference of 1 ° Celsius. Tested with a thermographic FLIR camera as well.
Then I compared the oil pressure with the reading of a mechanical workshop instrument that I use to work and it is exact.

Only on the Wideband instrument did I find that it is not very accurate. That if the reading frequency is very good, the response is fast. Use the BOSCH LSU 4.9 Sensor. The initial heating resistance of the instrument is also relatively fast in about 15/20 seconds it is ready to work.
What fails is in the reading of ranges below AFR 12/13 ... there the precision is relative. And it is not to be trusted.
I comment this to avoid perhaps that someone else happens and save money, and directly go to a brand of this type of more reliable instruments such as innovate or AEM. There are others like Autometer but the truth is that reading and winding features are expensive and do not have many features than others.
In fact, as far as I could see, the highest reading range is owned by Innovate, which ranges from 7.25 / 7.50 to 22 AFR. Aem goes from 8 to 20.
The others only go from 10 to 20.

[viper1982]

Scott, is the "MAF scaling" procedure very complicated to do the procedure in order to see if the value it brings is correct without having altered the diameter or anything of the intake system? I want to try doing it just out of curiosity and the intention to learn.

[Scott.T]

Originally Posted by viper1982

Scott, is the "MAF scaling" procedure very complicated to do the procedure in order to see if the value it brings is correct without having altered the diameter or anything of the intake system? I want to try doing it just out of curiosity and the intention to learn.

Easy enough to do by swinging the g/s value up or down. You'll see the fuelling shift either way.
If you can switch closed loop lambda fuelling off you could adjust the MAF scale at idle and see an immediate effect.

It can be used to cheat the fuelling. Instead of adjusting fuelling cell by cell at the top end, if you want to adjust everything by say 0.5AFR across the board you can shift it all by adjusting the MAF at the voltages that are being hit.

But your AFR values loaded in the fuel map wont then equal what you actually read on the Lambda because its being offset by the adjusted MAF. This doesn't matter for the car but for me I like the AFR tables to be close to actual AFR readings.

[teedy6]

Hello. Subaru impreza GT my 99 ecu 1644500505
I have had a subaru my99 for several years. I have a modded file. I installed a large intercooler. Now I do not want to rush from below. Can anyone help? Maybe you can do pops & bang or some help with locating the map.
I add intercooler big
Thank you in advance for your help.
I read/write pcm flash.
edit winols

Thx

[viper1982]

Hello, I understand that you do not need any reprogramming with the installation of a larger intercooler, to make pops & bangs the only thing you have to do is delay the ignition map in ranges that do not affect the operation of the vehicle, that is, in the low areas. negative values ​​are commonly used. and the range of RPM that you choose, for the vehicle to function it must be in change and in deceleration it does not operate in neutral.
If you have a catalyst I do not recommend that you do the pop & bang.

[teedy6]

Originally Posted by viper1982

Hello, I understand that you do not need any reprogramming with the installation of a larger intercooler, to make pops & bangs the only thing you have to do is delay the ignition map in ranges that do not affect the operation of the vehicle, that is, in the low areas. negative values ​​are commonly used. and the range of RPM that you choose, for the vehicle to function it must be in change and in deceleration it does not operate in neutral.
If you have a catalyst I do not recommend that you do the pop & bang.

Maybe you know the spark timing map address in winols.
I don't have a catalyst

[Scott.T]

Originally Posted by teedy6

Maybe you know the spark timing map address in winols.
I don't have a catalyst

All the address information is on the above thread.
What are you using to log and flash images back ?

[teedy6]

Originally Posted by Scott.T

All the address information is on the above thread.
What are you using to log and flash images back ?

Pcm flash

https://ecutools.eu/chip-tuning/pcmflash/module-16/

Found ignition maps in winols. I don't have an address here because I have another laptop in the garage on another laptop.
What map should be changed after changing the intercooler? Large in the bumper so that it does not choke when changing gear.

[Scott.T]

Originally Posted by teedy6

Pcm flash

https://ecutools.eu/chip-tuning/pcmflash/module-16/

Found ignition maps in winols. I don't have an address here because I have another laptop in the garage on another laptop.
What map should be changed after changing the intercooler? Large in the bumper so that it does not choke when changing gear.

If you have logging software you should be able to see whats happening. Theres more than one ignition map.
Sounds like you may have other issues if its bogging down so severely.

[viper1982]

Originally Posted by teedy6

Pcm flash

https://ecutools.eu/chip-tuning/pcmflash/module-16/

Found ignition maps in winols. I don't have an address here because I have another laptop in the garage on another laptop.
What map should be changed after changing the intercooler? Large in the bumper so that it does not choke when changing gear.

No need to modify any map and then change the intercooler. I have a 1999 GC8 which changes the OEM Intercooler for one with almost twice the same TOP IC volume and without any problem. Your Mix enrichment problem comes from the other hand, Some connection is not right, there is some leak in the plate where you connect the discharge valve that returns to the inlet, or something like that. This can cause the injection to work poorly and over-enrich the mixture. Notice that it is not something of maps or injection your problem, It is something more simple and mechanical.

[teedy6]

Originally Posted by Scott.T

All the address information is on the above thread.
What are you using to log and flash images back ?

Hi
Hello. Can someone see pops bang in this file? ALS, LC
Is it possible?
On what maps.
You will help, I will test. thx

http://www.southeastscoobies.co.uk/v...9&d=1586359039

[viper1982]

Scott, I'm making the Target Boost board to start playing a bit and playing the tune. I am based on the AE802 Revision which is the most modern and has progressive WGDT tables as well as Boost. But I want to push the TD04L to its limits. As I saw that you commented that the "ECUTEK TEK2: 15.96psi, falling to 11.47psi on the red line" I wanted to know if you have the impulse map of it to copy it?
If you had the WGDT table it would also be ideal, but I must compensate it anyway since I change the 3 Port Solenoid system so everything I am testing I must lower the WGDT by 25 to 30% to avoid Overboost.

[Frenchie]

I've been following this since the start ,very interesting and would like to get involved, but unfortunately no idea what you are talking about.

[viper1982]

No problem Frenchie. All this thread can be very useful if one day you join the world of modifying your vehicle through ECU Reflash. At least as a starting point or orientation. I am already doing it but many doubts arise along the way.

[Scott.T]

Hi Viper,
TEK 2 isn't a great deal different to Prodrive with only about a 0.5 psi difference across the board.
So I pulled the TEK2P5 Data into the Target Boost and Wastegate Tables for you to view below. This is just extracted from a spreadsheet record I had and pulled into ECUEdit :

Max Wastegate Duty


Target Boost


I'm not sure how good they are as I have not run them. Make sure your fuel and ignition tables are adjusted to cater for the extra boost and that you don't run off the top of the load scale.

[Scott.T]

Originally Posted by Frenchie

I've been following this since the start ,very interesting and would like to get involved, but unfortunately no idea what you are talking about.

Go on Terry you know you want to learn a new skill and have a play with the STI really. ECULabs runs a car just like yours so they will have just the tools for you.

[viper1982]

What interesting information, that TEK2P5 ECU in which GC8 model was it implemented you know? Do you know if the TD04 is capable of handling that?

[Scott.T]

Originally Posted by viper1982

What interesting information, that TEK2P5 ECU in which GC8 model was it implemented you know? Do you know if the TD04 is capable of handling that?

Tek2p5 was developed by an early beta tester of the ECUTEK tools. It was developed to get the best out of the TD04 for those that didn't upgrade their turbos to VF22/24/28/29/30/34/35, TD05. Once the turbo was changed the ECU calibration was generally changed and renamed a TEK3 variant.

I had a TEK3 with a VF28 before I switched to Apexi.
I do have the calibration tables though, but not confident I have the complete ROM image.

At the low end of the rpm range the TD04 probably physically can't achieve the target boost but if you don't ask you don't get.(sorry that may be a bit of an English saying).

With all my tunes I tend to put unrealistic low rpm high target and high wastegate duty to try and make it as responsive as possible when at 50% throttle.

This works very well on the DBW cars where you can target 80% boost at 50% throttle making for a very responsive car that is quite relaxing to drive briskly. Setting it to 80% ensures when you do want to drive more spirited and WOT the car still has 20% more boost to give.

The Prodrive calibration for the DBW STi was a very linear boost curve. With boost gradually increasing with rpm and theottle %. Max boost was very high up the rpm range.
I assume trying to emulate a normally aspirated car.
I hated it on my 2007 STi PPP because you had to drive it full throttle and high rpm to get it to boost.
It also had a hesitation/surge at 2100rpm when crawling in traffic which I could feel and see in the tables, so I sorted that out too.
I'll try and put up a calibration table for the DBW later

[viper1982]

Very interesting information, any other information you can attach to the TEk3 will be welcome for guidance, be it a fuel or spark map.
I have the doubt based on what you just mentioned, I have seen that there are two ways to map the WGDT, aggressive and linear (such as the TEK3 that you share and Prodrive) and on the other hand I see that many original STI ECUs come with very progressive Boost and WGDT curves. (Like the AE802, the newest revision of the series) From what I read I understand that your bets on the linear and abrupt in the whole range to obtain a more jealous and responsive vehicle, right?
Are there any pros and cons of using these more violent wgtd curves?
Another thing, the WOT tests are correct doing them in 3rd from 2k to 6.4k?

* At the moment the tests that I have done with the slightly modified prodrive map I have had tests at WOT from 2k to 6.5K of AFR 11.1 /11.2 Dropping to 10.6 from 6,000 RPM and beyond. reading with Innovate wideband with immediate oxygen sensor in the Turbo outlet. which I think is adequate. I still do not understand very well the fuel table that lambda uses since it is a relationship between several things, it is not a fuel table only. but since at the moment I have not had to alter it I have not worried.

[viper1982]

Based on what you shared Scott I made a somewhat more conservative custom to boot and test. I share in the image, the WGDT cycles are so low since a few days ago I changed the OEM system of my vehicle which was 2-port solenoid, for a Pierburg 3-port. Increase the entire prodrive table by 10%, and increase the entire wgdt range by 10% to compensate for the extra boost and be able to carry it out.
In addition to that table, he had already removed 28% of the total for the change from 2 port to 3 port. Consider not altering the first row to force things to boost as soon as possible. (I don't know if it's correct)
I am obviously open to any suggestions.
I already uploaded it to the ECU but I did not manage to go out to test today, tomorrow if I can comment on the result.

[viper1982]

I have a question, in the case that I set a ridiculously high waste gate duty cycle value, but at the same time, I do not modify the corresponding table of boost target. What's going on? How does the ecu handle this situation?

I know that if a very low wgdt value is placed, only the desired momentum is not reached, but in the reverse situation?

[Scott.T]

Originally Posted by viper1982

I have a question, in the case that I set a ridiculously high waste gate duty cycle value, but at the same time, I do not modify the corresponding table of boost target. What's going on? How does the ecu handle this situation?

I know that if a very low wgdt value is placed, only the desired momentum is not reached, but in the reverse situation?

You will get oscillating boost as it over achieved and tries to get it under control.
This is quite common for a dyno tuned car using 3rd gear only.
On the drive home the owner gives it 3/4 throttle on the motorway in 5th at 3500rpm. The turbo over achieves and oscillates or in some cases hits the fuel cut limit.

When road tuning, use 3rd for the bulk of it but then try a 4th or 5th from 2500rpm to about 4500rpm to check for overshoot.

[viper1982]

Very well, I'll keep it in mind. Thanks Scott.
At the moment I have only managed to compensate well for the boost curve, completely eliminate the maximum peak, (flatten the curve) and the acceleration is very constant and even. I had to reduce the WGDT more (41%) over the original value of my prodrive table. Since I did a measurement and the Wastegate of the kinugawa I use has 11.60 PSI opening spring. (Test pressure by applying a 0% offset to the entire table over the entire Load vs RPM range.)
I base my initial calculations of compensations having a wastegate of 7 PSI (the original) that error led me to waste a lot of time compensating the tables and generating small pressure peaks at WOT in 3rd from 2,000 RPM to 6,400 RPM, at the maximum point boost that I achieve in a range of 3,200 RPM exerted a peak of ≈18 PSI and then fell to the ≈15.60 psi of table. Something unnecessary and inefficient I think. I share the datalog through megalogviewer of how the original curve with 2-port solenoid was and superimposed the 3-port solenoid curve with various offsets already applied. (Don't alter the target boost) yet ...

[viper1982]

Originally Posted by Scott.T

Tek2p5 was developed by an early beta tester of the ECUTEK tools. It was developed to get the best out of the TD04 for those that didn't upgrade their turbos to VF22/24/28/29/30/34/35, TD05. Once the turbo was changed the ECU calibration was generally changed and renamed a TEK3 variant.

I had a TEK3 with a VF28 before I switched to Apexi.
I do have the calibration tables though, but not confident I have the complete ROM image.

At the low end of the rpm range the TD04 probably physically can't achieve the target boost but if you don't ask you don't get.(sorry that may be a bit of an English saying).

With all my tunes I tend to put unrealistic low rpm high target and high wastegate duty to try and make it as responsive as possible when at 50% throttle.

This works very well on the DBW cars where you can target 80% boost at 50% throttle making for a very responsive car that is quite relaxing to drive briskly. Setting it to 80% ensures when you do want to drive more spirited and WOT the car still has 20% more boost to give.

The Prodrive calibration for the DBW STi was a very linear boost curve. With boost gradually increasing with rpm and theottle %. Max boost was very high up the rpm range.
I assume trying to emulate a normally aspirated car.
I hated it on my 2007 STi PPP because you had to drive it full throttle and high rpm to get it to boost.
It also had a hesitation/surge at 2100rpm when crawling in traffic which I could feel and see in the tables, so I sorted that out too.
I'll try and put up a calibration table for the DBW later

Finally I was testing the limits of the TD04L, although the one I have is Hybrid since I changed the turbine shaft for one of the ST9 type that in theory claims some improvements, it can get to test the air flow limits and is not far from the TEK2-P5 that you were telling me, those values ​​are really the limit of any TD04 to get the last breath out of it. The change in torque is very noticeable, it becomes very responsive.

After testing the limits with the 2-port system, I made the change to 3-port and with this it was the same at very high speed the td04 does not provide more than 12 PSI at 7,000 RPM.

[teedy6]

Hello Scott, viper.
Scott, Viper and others.
I did something in the maps similar to ecutek and the car drives well. Generally only deals with diesel in winols. More amateurish. Subaru my99 / 00 gt. Only a problem up to 2500 rpm.
Maybe you have any maps for this ecu, tek1, tek2, prodrive? I have to compare and see what is modified.
Please contact us or send an email to manager.sakowski@gmail.com
Of course he will send his?

[Scott.T]

Originally Posted by teedy6

Hello Scott, viper.
Scott, Viper and others.
I did something in the maps similar to ecutek and the car drives well. Generally only deals with diesel in winols. More amateurish. Subaru my99 / 00 gt. Only a problem up to 2500 rpm.
Maybe you have any maps for this ecu, tek1, tek2, prodrive? I have to compare and see what is modified.
Please contact us or send an email to manager.sakowski@gmail.com
Of course he will send his?

Hi,
Many of the MY99 maps are discussed in this thread. Some threads have links to definition files that you can use to decode the information. All comparisons have been previously covered if you care to read through and know how to use the information provided.

[teedy6]

Originally Posted by Scott.T

Hi,
Many of the MY99 maps are discussed in this thread. Some threads have links to definition files that you can use to decode the information. All comparisons have been previously covered if you care to read through and know how to use the information provided.

That is, accelerate the ignition, increase the dose of fuel and boost?
Do you have an ignition map from tek2?
I'm okay with the ignition to pops bang? Ist good?
Only zeros are marked on the map.

[teedy6]

Originally Posted by teedy6

That is, accelerate the ignition, increase the dose of fuel and boost?
Do you have an ignition map from tek2?
I'm okay with the ignition to pops bang? Ist good?
Only zeros are marked on the map.

Modified map and ori.
What do you think about it?

[Scott.T]

Originally Posted by teedy6

Modified map and ori.
What do you think about it?

With reference to your private message request to email you TEK images. I do not have the full bin/hex file only details of the various performance tables/maps that I either obtained through research or read directly from ECU address locations, whilst attached to my car. Most of the info obtained is discussed above.
The only complete bin/hex that i have are those that are already available online of standard tunes.

[viper1982]

Originally Posted by teedy6

Modified map and ori.
What do you think about it?

You must be much more detailed about the modifications and improvements that your MY99 & 00 ej205 engine has. From what little I could see in my opinion you are generating too much Boost at high speed (If you have the OEM td04l) Then the ignition advance is very high, I think you must have Detonation.