DIY ECU Flash

kouik · **Posted:** Wed Mar 23, 2016 3:54 pm

mass-hole wrote:

kouik wrote:

mass-hole wrote:

I have the same concern as Yeti, why increase the duration maps? As far as I know those are calibrated maps that are determined through flow testing of the injectors. Increasing the duration only throws off the values in the torque maps.

If you need more fueling then increase the Torque during accel map and remove some of the unnecessary columns in the duration maps(like 8500, 9700), shift the remaining columns to the left, and add some more bigger columns onto the end, such as 10000 and 11000 to give you some overhead. Extrapolate from the existing, calibrated, data to give you good estimates of what you will need. 11000 will give you enough fueling to max out the Torque/IQ map which peaks at 450 n-m.

I understand Yeti's concerns, but Mass, you got me lost... You say not to touch the duration maps? The 12 duration maps? Or are you talking about the 6 start of injection maps? Because on the new tune I am working on I have not touched the 12 duration maps, but I have been tweaking with the 6 SOI maps. I am not looking for more power, I want to hit 30MPG on the highway. It is my only goal, I doubt that requesting more fuel will help me achieve that. Keep in mind that I want to maintain reliability as well. When you say Torque during accel, do you mean the map loacated at 0E059E?
You say to remove columns in the duration map (8500,9700) I have no such columns in my 12 duration maps??? What do you use to modify your files? I use ECM Titanium and WinOLS. :dizzy:

Sorry, your last bullet point said "-Injection duration maps has been increased slightly (10 points over 12 maps)."

I assumed this meant that you increased the injection times within the 12 duration maps to achieve more fuel. ECMTitanium does not have the correct axis data for the X axis, if you look at it in WinOLS it shows injection quantity on the x axis. It ranges from 0 to 9600 on the stock 808 tune:

So what I was saying is you really should not be changing the values in these maps as they are created via actual testing of the injectors at various pressures, so its more of a calibration map. if you want to increase duration/fueling you should remove extraneous columns, maybe the 8700 and 9600 or the 7500 and 8700, and then add 10000 and 11000 columns to the right. You would end up with 7000, 8000, 9600, 10000, 11000. Extrapolate the original duration values for 10000 and 11000 to get proper numbers to put into those columns. You will need to edit the axis data of these maps in the ECMTi hex dump, not the map itself. I use WinOLS to identify the address of the axis values and then search for it in the ECM hex dump to make sure I am adjusting the correct things.

This will give you proper fueling out to 110 mm^3 stroke which is about where the stock Torque to IQ map peaks at for 450n-m. It will allow you to then adjust the Torque during acceleration map in ECMTi to use proper values for the extra fuelling.

Ahhh, now I understand, you basicly increase the IQ limiter from 96mm^3 to 110mm^3 on the 12 duration maps. Would this mean that all the IQ limiters across the ECU would need to be increased to the same values? For example the Turbo pressure IQ limiter, SOI IQ limiter and so on.

mass-hole · **Posted:** Wed Mar 23, 2016 6:32 pm

kouik wrote:

mass-hole wrote:

kouik wrote:

I understand Yeti's concerns, but Mass, you got me lost... You say not to touch the duration maps? The 12 duration maps? Or are you talking about the 6 start of injection maps? Because on the new tune I am working on I have not touched the 12 duration maps, but I have been tweaking with the 6 SOI maps. I am not looking for more power, I want to hit 30MPG on the highway. It is my only goal, I doubt that requesting more fuel will help me achieve that. Keep in mind that I want to maintain reliability as well. When you say Torque during accel, do you mean the map loacated at 0E059E?
You say to remove columns in the duration map (8500,9700) I have no such columns in my 12 duration maps??? What do you use to modify your files? I use ECM Titanium and WinOLS. :dizzy:

Sorry, your last bullet point said "-Injection duration maps has been increased slightly (10 points over 12 maps)."

I assumed this meant that you increased the injection times within the 12 duration maps to achieve more fuel. ECMTitanium does not have the correct axis data for the X axis, if you look at it in WinOLS it shows injection quantity on the x axis. It ranges from 0 to 9600 on the stock 808 tune:

So what I was saying is you really should not be changing the values in these maps as they are created via actual testing of the injectors at various pressures, so its more of a calibration map. if you want to increase duration/fueling you should remove extraneous columns, maybe the 8700 and 9600 or the 7500 and 8700, and then add 10000 and 11000 columns to the right. You would end up with 7000, 8000, 9600, 10000, 11000. Extrapolate the original duration values for 10000 and 11000 to get proper numbers to put into those columns. You will need to edit the axis data of these maps in the ECMTi hex dump, not the map itself. I use WinOLS to identify the address of the axis values and then search for it in the ECM hex dump to make sure I am adjusting the correct things.

This will give you proper fueling out to 110 mm^3 stroke which is about where the stock Torque to IQ map peaks at for 450n-m. It will allow you to then adjust the Torque during acceleration map in ECMTi to use proper values for the extra fuelling.

Ahhh, now I understand, you basicly increase the IQ limiter from 96mm^3 to 110mm^3 on the 12 duration maps. Would this mean that all the IQ limiters across the ECU would need to be increased to the same values? For example the Turbo pressure IQ limiter, SOI IQ limiter and so on.

Oh when I said Torque During Accel, I meant the map that is called Fuel during accel in ECMTi. I get the names confused because I learned everything on WinOLS before I started fooling around with ECMTi.

Its not really a limiter, its just the axis data so that the ecu knows which column is used for its desired amount of fuel. The ecu determines fueling by checking the torque on the Fuel during accel map based on throttle % and RPM then takes that torque value and converts to mm^3 with the Torque to IQ conversion map. Then it takes that final value from the Torque/IQ conversion and checks the SOI maps and Duration maps to figure out when and how much fuel is injected. I dont think you NEED to change the axis for the Boost maps or SOI maps. I think that it will choose the boost or injection timing according to the rightmost column once you hit or exceed the corresponding IQ value. There are actual limiters in the tune which you may need to increase to exceed 96 mm^3, see Yetis Understanding ECU thread for those locations.

In one of my tunes I did increase the last column of the boost map to 110mm^3 as I did not see the need to have peak boost occur at 90mm^3. This was true because I increased fueling and boost beyond stock, so instead of having it just hit my max boost level at 90mm^3 where it really didnt need too, I deleted one of the intermediate columns, shifted the 90mm^3 left, and added 11000 to the final column so that I really had to lay into the throttle to get the increased boost levels. Hopefully it keeps the turbo from spinning faster when its not required.

I think we are getting into the weeds here though. I think i misunderstood what you were saying, but my point was that I would not make any adjustments to the 12 Duration maps as they sit. All you should ever do to those is delete unnessesary columns and add new columns to the right to correspond to increased fueling. At least that's the right way to do it.

kouik · **Posted:** Wed Mar 23, 2016 9:11 pm

@mass-hole

It makes sense, thank you for the info I will integrate it in my next experiments

UPDATE:

I have been crunching numbers and I need confirmation that what I have found is correct.

If the piston travels @ 4000RPM and I want to find out the physical duration of an injection event...does this calculation makes sense?

4000RPM x 360deg = 1 440 000 deg/min

1 440 000 deg/min / 60sec = 24 000 deg/sec

24 000 deg/sec / 1 000 000 = 0.024 deg/microsec

this is what we know about the injection data from the ECU

90mm^3 fuel is injected at 1600Bar at 4000 RPM and the injection duration is roughly 1229 micro sec

1229 * 0.024 = 29.49 deg of crank rotation during injection

My question is: why is the SOI is never over 18 to 20 deg before TDC @ 4000RPM if the physical duration spans 29.49 deg of crank rotation while 90mm^3 of fuel is being injected? About 30% of the fuel is injected after TDC, does anyone know what ratio is best injected after TDC for maximum effiency?

Yeti · **Posted:** Thu Mar 24, 2016 5:59 pm

right calc ......nice job , normally I increase of 3 dergees at hig IQ at 4000 rpm but with 106 mm3 and so on , you must center the injection , if you increase the IQ you must calculate the new degrees and center the injection .........example 10% of fuel at 30 degrees is 3° , you can shift the angle for 1,5°-2° for center it or anticipate a bit , when you anticipate you can burn well the fuel , more air in the cilinder

mass-hole · **Posted:** Fri Mar 25, 2016 10:15 am

I dont know the best ratio but eventually you get to the point where too early of an injection may start causing knock and actually works against you. Regardless of IQ, there is a limit to how early you can inject which is why people increase injection pressure or go with bigger injectors when they start increasing hp in other diesels. To get the increased amount of fuel in without taking to long requires a higher flow rate. This is also why I thought the SOI maps were related to coolant temperature and not for individual injection events, as temps rise in the cylinder the fuel is more willing to ignite and timing needs to be relaxed to prevent early detonation.

Also, if the fuel ignites too early, the crank arm is near vertical so the leverage that the piston/rod have to rotate the crank is low. As the crack turns over and heads towards a horizontal position, that leverage increases but the piston starts to fall faster which means the fuel explosion wont have as much push on it. I dont know how you can figure out where the optimal timing is without a lot of trial and error or a dyno as it probably varies depending on CR's, stroke, and other things specific to our engines.

Yeti · **Posted:** Sat Mar 26, 2016 4:03 am

thanks mass-hole , I can't explain this thing with my English

Malicia · **Joined:** Sun Sep 06, 2015 12:47 am **Posts:** 4

Hey guys,

I have been trying to flash my 08 Jeep Patriot, I have read the ECU using KESS V2 but am unable to find a working copy of ECU Titanium to read the file.

I'm looking to do an EGR delete and a stage 2 tune, is anyone able to help out?
Thanks.
Lynden

https://www.dropbox.com/s/3fge2wlbzrbbyt6/PatriotOriginal?dl=0

Yeti · **Posted:** Sat Mar 26, 2016 9:24 am

titanium do not have the driver , in this case I use ecm2001 or winols , I'll try to watch it and see if i found the EGR hysteresis

Yeti · **Posted:** Sat Mar 26, 2016 9:45 am

I'm wrong , ECM titanium have the driver, but manually select the J837_077 driver , btw I have found the egr map, but I'm not sure for the Hysteresis

Yeti · **Posted:** Sun Mar 27, 2016 11:56 am

Malicia wrote:

Hey guys,

I have been trying to flash my 08 Jeep Patriot, I have read the ECU using KESS V2 but am unable to find a working copy of ECU Titanium to read the file.

I'm looking to do an EGR delete and a stage 2 tune, is anyone able to help out?
Thanks.
Lynden

https://www.dropbox.com/s/3fge2wlbzrbbyt6/PatriotOriginal?dl=0

more info please it's a injector pump engine ?

i'm work on it

Malicia · **Joined:** Sun Sep 06, 2015 12:47 am **Posts:** 4

What information do you need?

This is a quick rundown from wiki on the VW 2.0 turbo diesel in the patriot:

2.0 R4 16v TDI PD 103-125 kW
Some models are fitted with a diesel particulate filter. According to Audi (UK) 'TDV' stands for Technology Development Vehicle. TDV denotes that a diesel particulate filter is present on the Audi in question but the vehicle was produced just prior to (or during) the legislation process regarding DPF's. The abbreviation 'DPF' was not yet officially in existence so Audi used the 'TDV' letters to identify the diesel particulate filter. This Pumpe Düse (PD) TDI engine was introduced to replace the older higher-powered versions of the 1.9 TDI. It is the first four-cylinder 16-valve double overhead camshaft (DOHC)Turbocharged Direct Injection (TDI) engine made by Volkswagen Group.

identificationMotor type: EA 188 / parts code prefix: 038engine configuration & engine displacementinline four-cylinder (R4/I4) Turbocharged Direct Injection (TDI) turbodiesel; 1,968cubic centimetres (120.1 cu in);
bore xstroke: 81.0 by 95.5 millimetres (3.19 in× 3.76 in),
stroke ratio: 0.85:1 - undersquare/long-stroke, 492.1 cc percylinder;
compression ratio: 18.5:1
cylinder block & crankcasegrey cast iron;
five main bearings, die-forged steel crankshaft, fracture-split forged steel connecting rods, cast aluminium alloy oil sumpcylinder head & valvetraincast aluminium alloy; four valves per cylinder, 16 valves total, timing belt-drivendouble overhead camshaft (DOHC)aspirationhot-film air mass meter, Garrett turbocharger integrated into cast ironexhaust manifold, sandwiched central front-mounted intercooler (FMIC).
fuel system & engine managementPumpe Düse (PD) direct injection (DI): engine-driven vane-type low-pressure fuel lift pump, four camshaft-actuated (via roller rocker arms) high-pressure 2,200–2,400bars (31,910–34,810 psi) Unit Injectors withpiezo valve injection nozzles (Siemens VDOon 125 kW, Bosch on 103 kW), Bosch EDC 16 or EDC 17 or Siemens VDOSIMOS PPD1 electronic engine control unit(ECU) with altitude compensation, EU4 compliantexhaust systemwater-cooled exhaust gas recirculation(EGR), diesel particulate filter (DPF) (only on 125 kW and TDV (Technology Development Vehicle) denoted models )DIN-rated motive power & torque outputs, ID codes100 kilowatts (136 PS; 134 bhp) — AZV,BMA103 kilowatts (140 PS; 138 bhp) — BKD,BKP, BRE125 kilowatts (170 PS; 168 bhp) @ 4,200rpm; 350 newton metres (258 lbf·ft) @ 1,800-2,500 rpm — BMN, BMR, BRD...applicationsAudi 8P A3, Audi B7 A4, Audi B8 A4, Audi C6 A6, Jeep Patriot 2.0CRD (BKD: 09/07)

I have also fitted EGR blanking plates (would like to remove error code on ecu.) And I have fitted a 2.5" exhaust. No DPF delete yet but will do so in the coming weeks. It is a 6spd manual.

Yeti · **Posted:** Mon Mar 28, 2016 4:40 am

ok is a PDE vw like I suspect from the engine management , btw I can disable the EGR but not the DTC in this file , for the DPF I can try .....but I'm not sure

Yeti · **Posted:** Mon Mar 28, 2016 8:14 am

ok I have do egr off ,fcv disable and I hope DPF OFF plus some more HP , corrected the checksum with WinOls , Titanium can't do it , but it's the first time I delete the DPF , I have spent many time in the ecu tuning forum for do this and EGR off, use at your own risk , if the car won't start after load it force the recovery with original file , Kess V2 it's really strong and if not complete the writing do not switch off the key and rewrite the original with the recovery mode .......remember it's great programmer but can't do miracle , your ECU
is really fragile ......every EDC16

https://www.dropbox.com/s/47sely2mbpxql ... P.zip?dl=0

the archive is protected , I send you via PM the psw

let me know if you like it and if it work well

Yeti · **Posted:** Mon Mar 28, 2016 12:53 pm

ps :

I have disabled ....in teory the DPF , but I have not delete the dtc , you must leve it plugged , open the element ,simpli appli 3 hole on the DPF element and resolder it , if you need the DTC delete I must pay some other people

Yeti · **Posted:** Mon Mar 28, 2016 3:41 pm

this is without DPF off

https://www.dropbox.com/s/24avmgsxm5qfm ... P.zip?dl=0

for dpf off you need to load the proper tune when do the hardware mod

Malicia · **Joined:** Sun Sep 06, 2015 12:47 am **Posts:** 4

Thanks mate,

I will try it out today and let you know how it goes.

Thanks for all the work you have put into this.

Cheers,
Lynden

Malicia · **Joined:** Sun Sep 06, 2015 12:47 am **Posts:** 4

Thanks Yeti,

The new file runs great, definately more punchy through the gears.
No dyno figures but early results from Torque app look good. Just need to configure it a little more and I will get better results. Early figures show an increase of approx 25kw at the wheels.

The tune hasn't missed a beat yet.

Thanks again.
Lynden

Yeti · **Posted:** Thu Mar 31, 2016 11:16 am

let me know if the FAP off work

greenhorn · **Joined:** Wed Apr 06, 2016 6:45 am **Posts:** 1

Hi guys,
I need tune remap on my KJ 2006:
SW: 1037374531
Spare: CA5VB43K0XX00
SW upg.: 1037380809
https://www.dropbox.com/s/iewl2n0qnteoaae/zav.rar?dl=0

kj75 · **Posted:** Wed Apr 06, 2016 9:06 pm

Hi all,

I have a 2006 Cherokee KJ Diesel (Australia) and it uses the 513 map (C594_513 driver), and I wanted to make the same performance tune as found in Yeti-808-EGR_FCV_Delete-Mild_Tune(v1.02)-450Nm, with EGR / FCV disabled.

My original file is located here https://app.box.com/s/ijg2whrd3xveklrv7y3bufx6ajgrhwc8

In ECM Titanium I started using HrastProgrammer-513-EGR_FCV_Delete-Stoc…Tune as the original file as it's the same as mine, but disables EGR / FCV.
I made the target Yeti-808-EGR_FCV_Delete-Mild_Tune(v1.02)-450Nm.

ECM Titanium created a .MOD file https://app.box.com/s/od38w8j9xniu7crm9cvqvl879of3gk86

Have I done the right thing to create the file ?
Not sure how to create a.bin file from .MOD

Any help would be welcome. :banghead:

KJ75

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