Tuners Rejoice! Free Tuning For M4.4!


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I have a bit of a strange issue. About 2000rpm, load 2.5 ish, it feels a little flat when cruising at 50mph in 5th. Yesterday the ambient temps was 31oC, I went out and the flat spot felt REALLY flat. The cells where the flat spot is are all stock, fuel and ignition. Is there an IAT table that pulls the timing? Ive only found the LDR duty cycle correction, intake air temperature but that only looks to influence the TCV and the Intake air temperature correction for LDR setpoint which is stock. Im just wondering if I changed something without realising

Edited by Avinitlarge
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(...) Is there an IAT table that pulls the timing? (...)

I am quite sure it is as even in N/A engines using Motronic ECUs from same era there is IAT dependant timing correction (in mine M2.8.1 it is +/- 4.5* AFAIR). Funniest part is that it is not used at WOT...

(...) Simply Volvo, Speed Density would be great, Ive been talking to another member about is and he said he would like to do it too. I am helping a friend out with his car, He is wanting to run throttle bodies with no MAF. 2 conclusions were came to. Find the MAF limp table and use that or hope someone makes a speed density mod, The latter would be much better though

IMHO the best would be to use MAF with ITB. Even Megasquirt community found it is the best way to tune fuel at least (some of them use "hybrid" MAP/MAF mode for timing). It is really hard to properly tune ITB equipped engine in speed density mode as small difference in throttles opening makes huge differences to pressure in the manifold. For N/A ITB equipped engine it might be even easier to use TPS as main load signal.

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Hi all this is my first post but have been a follower for some time now.

Here's my problem. 98 v70r stock except for stage 0, tunners pro, Japanifold and kn filter,ipd cbv red spring, car won't boost  more then 12 psi. Fixed all boost leaks turned waste gate in 2 turns. If I remove hose from wastegate I get 18 lbs boost. Hose connected 12psi max. Pressure is smooth and steady just not high. I tried maxing out target load set point that got me from 10 to 12 psi. I modified the tcv duty cycle pilot control to match loged duty cycle. It runs good I just can't get high boost. 

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I've been trying to compile a list of all Volvo M4.4 ECUs by part number, year, model, variants and transmission types. This is what I've reached at so far. Any corrections and/or additions I should be aware about? I'm pretty sure the part numbers are correct but as far as the other information there might but a few errors, especially with some of the less common ECU p/ns that are around. I'm planning to use this info on the Wiki in the near future. (Reveal hidden content to see list, it was a bit long and I didn't want to take up unnecessary post space :)

I   

•    0 261 203 076 – 97 850 GLT LPT Manual 2.4T 
•    0 261 203 077 – 97 850 GLT (N/A) / 98 SV70 GLT (N/A) 
•    0 261 203 166 – 96 850 GLT (N/A) Automatic 2.5 20v
•    0 261 203 167 – 96 850 GLT (N/A) Manual 2.5 20v
•    0 261 203 927 – 96 850 T5 Automatic 2.3T
•    0 261 203 936 – 97 850 GLT 2.4T / 98 SV70 GLT 2.4T
•    0 261 204 293 – 97 850 (N/A) Manual 2.5 20V 
•    0 261 204 294 – 97 850 (N/A) Automatic 2.5 20V
•    0 261 204 295 – 98 SV70 (N/A) Manual 2.5 20V 
•    0 261 204 296 – 98 SV70 (N/A) Automatic 2.5 20V 
•    0 261 204 297 – 98 SV70 GLT LPT Automatic
•    0 261 204 298 – 98 SV70 (N/A) Manual 
•    0 261 204 299 – 98 SV70 GLT (N/A)
•    0 261 204 305 – 97 850 AWD Manual 2.5T
•    0 261 204 442 – 97-98 CSV70 T5 2.0T 
•    0 261 204 443 – 97-98 CSV70 T5 2.0T
•    0 261 204 444 – 97-98 CSV70 T5 2.0T
•    0 261 204 446 – 97-98 CSV70 T5 2.0T
•    0 261 204 447 – 97-98 CSV70 T5 2.0T
•    0 261 204 448 – 97-98 CSV70 T5 Manual 2.3T 
•    0 261 204 449 – 98 CSV70 T5 Automatic 2.3T
•    0 261 204 450 – 98 SV70 T5 Manual 2.3T
•    0 261 204 451 – 98 SV70 T5 Automatic 2.3T
•    0 261 204 455 – 98 V70R Automatic 2.3T
•    0 261 204 456 – 98 SV70 AWD LPT 2.4T
•    0 261 204 457 – 98 SV70 AWD LPT 2.4T
•    0 261 204 458 – 98 SV70 GLT LPT 2.4T/C70 2.4T LPT Automatic 
•    0 261 204 459 – 98 SV70 AWD LPT 2.4T
•    0 261 204 460 – 98 VXC70 AWD LPT 2.4T
•    0 261 204 570 – 98 S70 GLT (N/A) 2.5 20v
•    0 261 204 571 – 98 S70 GLT (N/A) 2.5 20v
•    0 261 204 606 – 98 V70R AWD Automatic 2.3T
•    0 261 204 607 – 98 CSV70 T5 Automatic 2.3T
•    0 261 204 608 – 98 CSV70 T5 Manual 2.3T
•    0 261 204 609 – 98 SV70 2.5T
•    0 261 204 611 – 98 SV70R 2.3T
•    0 261 204 610 – 98 CSV70 GLT LPT 2.4T
•    0 261 204 612 – 98 SV70 R  2.3T 
•    0 261 204 743 – 98 SV70 GLT (N/A) Automatic 2.4 20V
•    0 261 204 744 – 98 S70 SE (N/A) 2.4
•    0 261 204 765 – 98 SV70 2.5T

 

 

Edited by Stefan Mohammed
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I've been trying to compile a list of all Volvo M4.4 ECUs by part number, year, model, variants and transmission types. This is what I've reached at so far. (...)

It might be good idea to add market for which each exact ECU was tuned as US cars had been differently equipped due to different (tighter) emissions requirements

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Hi all this is my first post but have been a follower for some time now.

Here's my problem. 98 v70r stock except for stage 0, tunners pro, Japanifold and kn filter,ipd cbv red spring, car won't boost  more then 12 psi. Fixed all boost leaks turned waste gate in 2 turns. If I remove hose from wastegate I get 18 lbs boost. Hose connected 12psi max. Pressure is smooth and steady just not high. I tried maxing out target load set point that got me from 10 to 12 psi. I modified the tcv duty cycle pilot control to match loged duty cycle. It runs good I just can't get high boost. 

use the 70% throttle column. The 75% collumn doesn't work.

Stefan, maybe this should be emphasised somewhere on the wiki as well.

Edited by venderbroeck
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So.. it is more common then...

I guess that the ones combining a M44 with a 850 TCU without having the error code were just Lucky then.. :)

 

The code 3-3-5 doesn't affect the car's performance. The only annoyance is that it turns the lambda light on.

 

You can fix this issue by simply change the value on address $F314 from CA  to FF

 

I added a category for M4.4 Conversion Error Codes.

M4.4 Conversion Related Error Codes

I think it needs editing. ;)

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Can we use regular Wikipedia?

Wheresgeocitys when you need them ?


Also, I suggest you change the wiring of the voltage step up device. the switch should be on the b8 not a27. This would allow you to adjust the voltage in the car without putting the car in boot mode.

Hi,

The links is updated for step-up and cooling fan mod in the wiki!  

Why do you want to have step-up active all the time and not just while in bootmode?  Adjust the step-up one time and let it always be around 15V.

// Turboforslund

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It might be good idea to add market for which each exact ECU was tuned as US cars had been differently equipped due to different (tighter) emissions requirements

Great idea! I was thinking the same thing when I was compiling the list but I couldn't find (with certainty) the markets of some of the ECUs. I can inference what some ECUs came in (for example, if a web search comes up with many european based websites selling a particular ECU P/N, that I can assume that this is an ECU for the European market), but this would not be a confirmation as to which market the ECU came in. Can anyone chime in and let me know which ECU P/Ns belong to which market? I guess the main goal is to separate US market ECUs from other ECUs seeing as they would have the hardware to deal with SAS and other emissions hardware so perhaps we should focus on identifying US market ECUs firstly. 
 

use the 70% throttle column. The 75% collumn doesn't work.

Stefan, maybe this should be emphasised somewhere on the wiki as well.

I DID emphasize it several months ago when I edited in the wiki.

I've seen mention of the 70% TPS column for the TCV Duty Cycle Pilot Control Map mentioned in the wiki already. Nonetheless, I'm trying to better explain M4.4 boost control and PID (Really PI) controller logic as well as effective methods for regulating boost (i.e. RazorX's Excel Sheet) in the revised documentation I'm contributing to the Wiki. 


___
Quick tip: for ease of use when tuning tables in TunerPro... you can have high/low value cell shading for any table in TunerPro. Make sure that 'Color Table Cells' is selected in TunerPro's preferences and then head over to XDF->View/Edit XDF Parameter Info (While the table is selected) and enable 'use low/high range'. Set the ranges as appropriate per the map you are in (e.g. I used 2.25 as the low and 40 as the high in my Ignition Map) and apply. Close and then reopen the table in question and it should now be shaded! I'm sure a few of you already know about this but I never saw anyone post about it. For me it makes a huge usability difference when working in a table especially as I'm accustomed to other tuning software (Haltech ECU manager, etc) that has this already.

Devs, perhaps the next wide-release XDF should have this enabled by default for the Ignition/Fuel/TCV Pilot Control and Target Load Setpoint Maps (as well as alternate maps)? 

Highlight shading.PNG

high_low_ranges.png

Edited by Stefan Mohammed
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I like to log the current gear to aid in tuning, but wasn't able to do so when I swapped in the M66 due to the different ratios. For anyone who wants to log current gear the XRAM address is FA94 and the 'gear ratio table' is at 0x13368. For a M66C the values should be (no conversion factor):

Gear%20detection%20table.jpg?dl=0

Edited by Tightmopedman9
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