jenksta

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About jenksta

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  1. What sort of limiters would you want gear based? Would be quite simply to add the functionality depending on what you wanted to use it for?
  2. If its just the error lamp/MIL you want to disable, set 0xF3AB (IAC open fault) & 0xF3AC (IAC close fault) to 0 in the upper & lower banks.
  3. The CEL is on to indicate current/adaptive knock (hence the ignition retard values on the right). The AFR/Boost values will only update if you have the sensors hooked up and configured correctly in TunerPro. Have a read through the wiki to find out how to do so.
  4. I've Added some notes on injector types and tidied up that page a little. As for the 'TPS for WOT detection', someone correct me if I'm wrong but that's simply the throttle position at which the ECU acknowledges you want full throttle and begins using the 'WOT enrichment' table/cells. As the general consensus is not to use this table then you shouldn't need to touch that for basic tuning.
  5. For anyone interested, I tune with adaptive knock on as it's my daily (full flashes no ostrich), so got sick of having to keep pulling battery/ecu to reset the adapative knock/fuel trims/etc when tweaking. Figured out if you set FLGINI (FLAG4.0 - initialization indicator) & clear the power fail counter (XCKPF0), it'll clear everything for next engine start and achieve the same as a full power down. I set this up to work with the pre start listener 'Clear all (0)' command so you can run it when needed (ign on - engine off) via TP or terminal, code is below (patch with hex editor or set
  6. What car is your m44 ecu from? If its from an non turbo you need to add two solder bridges inside the ecu or the TCV won't work.
  7. Yeah that one's from VIDA, there's also the list from MotronicSuite, however in regards to the MAF offset this isn't actually documented anywhere that I've seen, the stock 850 sensor doesn't put out 0-5v, I think max it puts out is 6.5 or so volts, and then the ECU sees this as 5v (ADC 255) due to whatever conditioning it has inside the ECU. I didn't do much testing myself but found that when switching to the HFM5 the actual voltage being output by the MAF and what the ECU was seeing was different (at idle it was down by 0.1v or so iirc) which I got around by using the different channel,
  8. For anybody interested, in my 850 I've used the HFM-5 MAF and 2.5bar TMAP sensor from an ME7 (T6 XC90 as I have 2 breakers...). Conversion factor for the MAP sensor is below (figure is in PSI with atmospheric pressure subtracted). ((270.59 * (X / 255)) / 6.895) - 14.7 As for the HFM-5 MAF, on the 850 MAF it has 2 grounds (pwr gnd+sig gnd), 12v and signal whereas on the HFM-5 it has 1 ground, 12v, signal and 5v ref (+NTC bulb on certain sensors). Due to this I had to run a 5v feed to it from the ECU (to save extra wire routing I cut the original MAF power ground from the
  9. Been doing some comparison on the 607 vs 608 binary as regards to what differs (although I know most accept now to use 608 and simply toggle the KONFIG bit for auto/manual trans, however unfortunately I started my dissassembly with 607 so cba to start over with 608 haha). Majority of the changes are slight differences in ROM vars/maps (as expected) (pastebin link here for all but a few of the changed vars I've tracked - they're based on var names in my IDA DB which with the exception of a few follow the DAMOS naming). However code wise I can't really see anything significant but the
  10. Thought this may be of use to someone, I created a 'checksum' plugin with the TunerPro SDK that duplicates the shared lower/upper bank data when the bin is saved. This means that instead of having two items in TunerPro for any of these duplicated data/tables/etc, you simply just set it up with the lower bank address and it'll automatically be duplicated to the UB (& re checksummed) once you save the file. As the TunerPro SDK isn't redistributable I can only share the bin, however it's nothing special and just copies 0xEF2C - 0xFC16 to 0x1EF2C 0x1FC16 (607 bin, haven't checked the addr
  11. Just cheap ebay ones will do the job but it's hit and miss. Ideally one with the FDTI chip in it as people tend to have problems with the CH340 based ones, although mines CH340 and works fine.
  12. It's setup for these (https://www.injectorplanet.com/products/bosch-0280155766), they flow slightly more than the stock oranges (stock orange is 315cc, these flow 347cc). To set it up for oranges, in TunerPro copy the 3 values and 1 table under 'Injector Calibration' from the 18PSI bin as that's setup for oranges.
  13. R.E. the crank angle - correct me if i'm wrong but if it was me I'd work off of the ignition dwell time as that works in degrees of crankshaft rotation? Just had a quick look and there's some code around code1:BF9A (UB/1BF9A) to do with firing/dwell angle that might point in the right direction.
  14. I use 6.8, if you're using the latest free/trial version you may need to either source the 6.8 one or get your black hat on if you know what i mean.
  15. No worries, hopefully someone can make use of it someday haha. The XRAM vars I did do with a script, however everything else was done manually (sounds really tedious but I'm used to it so wasn't too bad). For the ROM variables I mostly just referenced vars I'd found in a function or something and go around that address double checking the byte patterns to ensure it was the same and nothing was added/removed in the different versions, then naming them (could have been scripted but just easier for me to carry on manually). When i started with the ROM vars I was putting descs in from th