Open ECU?
 

Does anyone know if there will be ecuflash support for our ROM's yet? I know that I can currently tune wrx's and Sti's no problem, I searched and all I found was EcuTek. I'm also a member of open Ecu because of my evo and it is all over the forums, however nothing confirmed as of yet. I was hoping if anyone has info on this system or any other self tuning options, (Cobbs access port, EcuTek, Romraider) they could post within this thread for the community.

George

Tuning

EcuTek has cracked the stock ROM, Lechute, Perrin, Vtuned have all complete stock car ROM flashes, increases range from 10 to 18whp, and 6 to 16wtq UPDATE*** 7.04.2012
http://www.ft86club.com/forums/showthread.php?t=7480:hitcomputer:

Cobb tuning working on cracking the ECU, no options available at this time UPDATE*** 6/23/2012

Romraider is attempting to define our ROM, still unable to dump ROM image UPDATE*** 6/23/2012

Haltec is working on a system for our ECU,

and finally MoTec is also developing a plugin piggyback.

Standalone

Element tuning has successfully adapted the hydra EMS to this platform, still working on making the D4s system functional. Update 7.10.2012

Datalogging

tactrix cable will communicate with ECU, need to properly define ROM so that we can access SSM data, as of right now only CAN diagnostic data available. UPDATE***6/23/2012

logging with Evoscan in CAN+ mode using SSMII can datalog basic parameters (only basic ECU functions scaled correctly) UPDATE***6/23/2012

E92M3Guy, Bambrose, and myself are working on CAN definitions, with the possiblity of unlocking some of the SSM definitions through various logging, interface, and decoding programs.***UPDATE6/28/2012

I would like to thank arghx7, Dimman, serialk11r, E92M3Guy, and Bambrose for their contributions so far...:happy0180:

Added the EcuTek defined factory ignition (top), and fuel map (bottom)...

have you seen this?> http://www.romraider.com/forum/viewtopic.php?f=8&t=8475

Haltech has a car now for development, Motec's also doing an M1 plugin ECU.

Where did you get that info of the MoTec. I havent heard it.

From Jamie @ Motec

News to me but great if they did. M1 has been promised 3 years ago. I didnt want to wait so i just got the M800 for my Toyota

Cool I have the tactrix cable so I will pull it right now! I will update with info, since the rom pulls Evoscan should also work to datalog. I will post when I have a conclusion.

George

"Throttlehappy", one of the open source tuners from the subaru community posted this at another forum after he couldn't initially pull the ROM:

"Found RomRaider can extract the ROM on FT86 using SSM Readback command"

Update: Attempted to pull rom image using SH7058 for CAN vehicles, no luck at all??? so I attempted to pull the ROM using 68HC16Y5, and it does initialize, however it cuts of once it starts pulling the tables, the only 68HC16Y5 rom I have is for the 2002 WRX. Interesting, because I would assume that the CAN would have worked better, however because SSI initialized, I can confirm that it is a Subaru ECU (I have a manual trans FR-S), so Cobb Access port, and when table are defined OpenECU and Romraider should be able to be used.

Evoscan did not initialize what so ever, I do have the latest software and the SSM would not pull. I figured this would not work as it is more geared toward Mitsu, or OBDII, and this vehicle definately has a CAN interface.

I just downloaded the freshest set of definitions from romraider I will now try again!

George

This is why Oz is a magical place. :)

On the new cars do the Haltech ecus run with a parallel setup? Will this be a harness to mate a PS2000 (for example, or something new) with the engine and stock ecu? I know a tuner that does full Platinum Series and Vipec V88 standalone installs, but I have no knowledge of newer systems, especially with setups that need to pass a scan of the stock ecu for emissions.

Update, I'm not getting anything through romraider, nor the logger in Romraider... I can however make requests with the SSM as stated above.

George

This is what I'm waiting for! I remember when Open ECU hit the EVO's, it was a great tuning capability, and made pricing for professional tunes MUCH more affordable!

It is pretty awesome, I have my evo self tuned, and it is really a great option to have. I just hope that Romraider will be available for this ECU.

I had both my EVOs tuned with it...and you're right it was awesome. Plus you could get a tune e-mailed to you from a tuner for $50. It wasn't the most aggressive tune, but it did wake the car up.

I will email open ecu for details on if when they expect to have definitions available. So far in their forum it is just discussions.

Evoscan works!!!
 

Only in CAN mode but I included the chart below which is engine load, timing (which suggests the drop off in torque at 3500 RPM) intake air temp (so that those with intakes can see if there is a difference), RPM and throttle position.

I would like to mention that the front O2 wideband was reading however the scaling is incorrect and in LAMBDA but it is a start.

Tactrix Open port 2.0 with Evoscan V2.9 updated drivers and logging set to CAN+ SSMII ECU

George

Temp you mean? Or am I reading something wrong?

Im new to this type of thing and have a question. Does the above support the idea that the drop in torque is due to intake harmonics/pressure? Also why is the ignition timing advance (bottom purple) so uneven.

correct sorry, I edited my post Thank You!

It is the timing decrease that supports the drop in torque around 4,000 RPM, however I did log the MAF sensor reading I just didn't include it in the log because it would set the scaling for everything else off. BTW it was very linear, therefore out intake is designed very well, and it would not account for the loss in torque.

I think that maybe the ecu is designed to lower torque in that range is due to the variable valve timing, however I'm not sure what retarding the timing would accomplish other than lowering emissions? It definately isn't helping our midrange. What I could not log was knock count, because the SSM address isn't found yet, I would be interested to see if my car was knocking in that range, and that is why the ECU pulled timing. I live in New Mexico with crap 91 gas, and at 5,500 feet above see level. So "MY" ecu pulling timing account of knock count could also be a cause.

What an ideal timing curve would look like was ignition timing decreasing (read retarding) until the torque peak as RPM increases then gradually increasing as RPM also rises. The factory ignition curve is far from Ideal.

Another interesting point is that the load stayed pretty consistant throughout the pull, this will make the crossover transition from increasing load in the RPM to consistent load increasing RPM easier to tune.

Finally the ambient temp when I did this pull was 83 degrees, so the stock intake location is increasing the AIT by approxiamately thirty degrees, this supports that maybe a cold air intake with tuning make show decent WHP gains, (5-10HP) where on a warm day a short ram probably won't do very much.

Could you go over what we're looking at for some of us new to this?

Is this an auto car?

This is what it looks like to me:

Throttle position: ramps up fast and levels rock steady. Floored? But what is the Y scale? Ut looks like it's stopped at 80%?

Engine load: since it sort of increases in 'steps' but throttle doesn't back off, is this the auto shifting? If not what is it? Once throttle is flat, load stays flat-ish, but with little dips. If load is factored from MAP, throttle position and RPM, could those little dips be from lower intake pressure because of acoustics? And also be why timing is pulled at the start of it?

Intake temp: getting cooler as the car goes faster?

And the X scale is what? How does it convert to rpm?

Would love to see a similar run with the MAP.

Thanks for your work!

I've been wondering for a while now if they pulled timing and power there simply to get better gas mileage and probably emissions.

They probably had to make some hard decisions over where to bump or cut power to get the numbers they need and also make up for the limited peak torque, so they went for a big bump early in the rev range to get the car moving, and improve responsiveness, and then pulled it everywhere else.

No Manual, 165 miles, completely stock

Incorrect scaling for CAN port as this ECU's correct scaling hasn't been determined yet, now that I know that it reads, I may be able to work on the correct scalings (RAW data, please understand it was a highway pull in third gear floored as soon as the log show 80%)

Engine load is based off the MAF sensor reading, the little drops in the load all fall into a 10 G/S load difference so it doesn't change the look up cell that the ECU is maping at the time (ignore the lack of smoothness in other words)

As far as timing being pulled see the original post, the engine has to have the lowest amount of timing at peak torque to avoid detonation (grossly over simplifying this, but please believe me.)

Correct until it reaches ambient temperature, the reason it reads higher is due to heatsoak in the air intake system (most likely due to the airbox's location directly behind the radiator)

X scale is time in seconds, I did not post the MAP tracer feature that would apply all of these values per RPM as it is a 3D graph and would confuse members now to seeing datalogs. I can post map tracer values if you want, they will be y scale RPM, and x scale engine load, and would better visualize the engine crossover point in the ECU. (see edited post above)

Logged and appeared to only read 1 bar of pressure. it was pretty much linear once I reached WOT.

You are most welcome!:happyanim:

Thanks a lot. Looking forward for more news!

I believe that I will next work on proper scaling factors, and hopefully get the front wideband location and scaling nailed down so that I can post the AFR.

I look forward to seeing where this goes! :thanks:

I really need to go to bed New Logs (scaled)
 

Okay so this is the last log again 3rd gear pull on the freeway from 2500 RPM to Redline. I have included Maf Flow, same log as previous with appropriate scaling, a close up of Timing and RPM, AF Map (not AFR, but what the ECU is telling the car to run), and the map tracer now works so...

Here we go

George

AF MAP
 

As you can see the AF map is pretty spot on, no drastic changes, and a gentle flow from 13.3 to 11.5 at redline, actually it isn't that bad. I do have an external wideband, but it is currently on my Evo, sorry I couldn't get the scaling correct for the factory front O2, as it is a fifth degree equation, maybe latter, as I said I have to go to bed. ;)

George

Attach the .csv files you have saved. I want to take a look at some of this stuff.

I am curious which load PID Evoscan is reading. It looks like it might be Calculated Load, not absolute load which is more useful. Calculated load is scaled so that in essence WOT is 100%. Absolute load is actually a measure of cylinder filling efficiency. It can exceed 100% in boosted applications.

I'm sure Evoscan is missing a lot of possible parameters on the bus. The latest list of universal parameters is attached. You need to log fuel rail pressure. The actual name is diesel fuel rail pressure but it's used for gas engines with GDI.

Thank you, I will log tonight! You are correct it is Load Calc, not Absolute. I did see that I could log fuel pressure.

awesome, my neighbour works somewhere high up in Haltech.. yay for my ECU flash!!

We are very close with Haltech and they will be a little ways out before they have a replacement unit but in the mean time we are wiring up a Haltech Sport 1000 to start playing around with the car in stock form before we build a turbo kit.

The air fuel readings at least on our project car indicated that there may still be a little left on the table from Toyota/Scion/Subaru on the tuning side. We will know more once the car is up and running on the haltech.

http://www.dynosty.com/2012/06/scion...dyno-baseline/

Attached .csv
 

Per requested by arghx7

I attempted to attach the .csv, but it didn't work? :bonk:

Invalid format sorry
 

Try this one!

Based on your wideband AFR, and my log of the fuel map tracing it would seem that the MAF in our cars may not be calibrated exactly, however it may me injector scaling, or latency values also... Interesting

I know one of the first items while tuning wrx's is to calibrate the MAF sensors, so if this is true, then there will be power to be made with adjsuting the stock ignition map, and altering the MAF calibrations.

This appears to be the data you generated last night, because it doesn't have fuel pressure, absolute load, or any of the other data I suggested you take. I will say that the sample rate is pretty quick considering it was taken over the OBD port.

In all graphs, X axis is time in seconds and AFR is commanded AFR from the ECU--it's not a measured value.

Below we can get an understanding of the enrichment strategy. Notice that as it goes WOT, there is a step change in the commanded AFR. Then it continues in this enriched region until around 4500 rpm, where it enriches again, most likely in open loop control. You didn't log estimated catalyst temp but I would expect the open loop enrichment to coincide with a catalyst temp of around 900-950C.

http://www.ft86club.com/forums/attac...1&d=1339880182


Also notice that timing is retarded at the same time the mixture begins to enrich. That is likely a knock-prone area or an area where valve timing changes significantly. Another way to look at it is that in the 3000-4500rpm area, valve overlap and scavenging creates reduced burned mass in the cylinder, allowing more ignition timing due to decreased knock sensitivity.

We need data read directly from the ECU to get a better understanding of what's going on. Below is TPS, calculated load, and some kind of MAF flow. Normally it's in grams/second but this is reading weird units. Also you can see that the shape of the calculated load curve roughly corresponds with the TPS percent, despite the offset. I'd like to see calculated and relative load data taken at the same time.

http://www.ft86club.com/forums/attac...1&d=1339880182

Here's what you should try to log if possible:

-- Fuel system status (Power take off status?) which indicates open loop
-- RPM
-- Ignition timing
-- Commanded AFR
-- Fuel pressure ("diesel" rail pressure)
-- absolute load
-- calculated load
-- accelerator pedal position
-- throttle position
-- catalyst temp
-- O2sensor Linear Lambda (attempting to log the stock Denso wideband)
-- Short term fuel trim
-- Long term fuel trim

there are multiple parameters to choose from for some of these. You may have to play around to see which ones are being reported, because every car is different.

The MAF sensor calibration comes from the supplier (Denso in this case) and then is tweaked on an engine dyno early on in the development process. Normally you use lab-grade tolerances with the parts, so-called "mean spec" parts. So the MAF calibration is made with parts that are somewhere in the middle between production sensors that read high and production sensors that read low. The fuel trims take care of the rest of the variation in sensors.

Translation: adjusting the MAF scaling on a stock car... I guess if you have time on your hands and you are a fuel trim nazi you could do it, but if it's good enough to meet emissions it''ll be fine for you.

You are correct these logs are still from last night. I'm still in the process fo determining which ROM addresses are located where, and the correct scaling factors, as I'm logging off the CAN connection, not the specific Subaru SSM's. Fuel pressure does infact log, I'm not sure whether the scale is correct though. Throttle percentage does not point to the correct location as it just stays at max value when logging no matter where the throttle is located, I have not attempted to log catalyst temps yet, but I can, and the O2 sensor is available however it appears to be 0-1V and a fifth degree scaling equation, so I'm still working on that. If you want raw unscaled data I can log it.

I believe that the above fuel command that I logged was not in Closed loop at all, as the Closed loop has a load threshold to keep it from staying in closed loop during WOT, atleast this is true with older subaru ECU's, this could be different. I could also log fuel trims in the RAW data form, as the scaling is also way off for them, but I will try.

Right now I'm attempting to get the scaling correct on the O2 sensors, to determine if they are infact wideband, or narrow band, and if I'm successful this should also determine the crossover point from closed to open loop fueling in the ECU.

Did you use the info in the parameter list I posted? All the CAN stuff is standardized. If you can log fuel system status it will probably tell us if it's open loop or not.

Richened closed loop operation is a common CO emissions control strategy now. I suspect Subaru adopted it here.

I'm working on it, my nephews birthday was today, so I will be able to work more now that I'm home. I don't think the problem is with the parameters, it is with the evoscan definitions, but I'm using your parameters to hopefully set the correct scalings. Thank you!