Tuners Rejoice! Free Tuning For M4.4!


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How many stock bins do we have at the moment? As if we can find euro bin files, those have the SAS, EGR and rear O2 removed already.

Also, who was it that emailed me last year those bin files? I just can't remember?

Im trying to get some EURO bins over at ecuproject.com or w.e it is.

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Attention: The first 30 or so pages of this thread are outdated. Please refer to the M4.4 Wikia article where all the relevant information is currently being collated. Before asking any questions p

Crush it.

After alot of testing and rewriting code, we finally got a useful new mod working. As we all know, some time ago my dad Piet found out how to convert to bigger maf housings with the maf factor. Conver

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How many stock bins do we have at the moment? As if we can find euro bin files, those have the SAS, EGR and rear O2 removed already.

Also, who was it that emailed me last year those bin files? I just can't remember?

31 are included with Motronic suite. I got codes for SAS and rear O2 running a 608 (Euro) file. What cars using M4.4 had EGR?

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31 are included with Motronic suite. I got codes for SAS and rear O2 running a 608 (Euro) file. What cars using M4.4 had EGR?

None, but I was saying EGR for 4.3, although does any of the pertain to 4.3? or are we all just out to convert to 4.4 here.

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I will tomorrow once I dig out a 4.4 ECU if there is one at work.

out of those 31 files are any of them euro?

607,608,611

Researching the A/C problems it seems a M4.4 ECU will work in a M4.3 no problem, but not the other way (doesn't matter in that case). Can anyone confirm this for me?

Edited by Tightmopedman9
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Take a look at this post by lucky.

Switching from M4.3 to M4.4 today so I have more map options as well as include OBDII for datalogging.

Also makes it easier to swap to a manual since M4.4 came turbo, manual,
and OBDII compliant in the US and M4.3 never did. So all you 850 M4.3
manual swappers pay attention.



Nearly all the wires are the same from my 1994 M4.3 to the 1998 M4.4 ECU.

Below are the changes as it relates to ECU wiring and what must be
changed on the M4.3 harness. Note; the ECU harness connector is split
into two sections, A & B. Be sure you are aware of which one you're
connecting to when re-wiring.



The main concerns are as follows:



1. EGR, M4.4 does not use EGR. Fortunately the EGR temp sensor wires
that were used in M4.3 are used as the exterior temp sensor in M4.4 so
you can simply connect the S70/V70 ambient temp sensor to these two
wires at the connection point.



2. SAS, M4.3 uses a different SAS system than M4.4 so the easiest way to
get by this is to simply by pass it. Connect Terminal 37 on ECU
connector A via a diode to Terminal 32 connector A. I've found that the
ECU will not throw a code for shorted O2 sensor (yet) if this only
occurs during the SAS flow check. You can add a limiting resistor
(approx 2.2Kohms) if you find the ECU is setting a code for failed O2
sensor.

Here's a write up on the SAS delete based on the method I came up with http://volvospeed.co...e-up-with-pics/



3. Baro sensor. M4.3 didn't use one, M4.4 does. Connect the Baro sensor as follows:

Pin 1 on Baro to Terminal 29 connector B

Pin 2 on Baro to Terminal 28 connector B

Pin 3 on Baro to Terminal 22 connector B



4. Evap system. Again M4.3 is much more simple in the Evap system than
M4.4. To do it correctly you'll need to add a canister shut off valve
and a tank pressure sensor and all the related plumbing. However for my
setup I cheated it a bit and just bypassed the canister valve and
installed a 220 ohm resistor between terminal 19 connector B and a 12
volt key on source (Use Terminal 12 connector A for 12V key on source).
For the fuel tank pressure sensor connect as follows:

Pin 1 to Terminal 15 connector B

Pin 2 to Terminal 28 connector B

Pin 3 to Terminal 31 connector B



Connect the fuel pressure sensor inline just after the purge valve (NOT
between the purge valve and the engine)so it only sees vacuum when the
purge valve is activated.



5. OBDII. This part may be optional for your setup since some cars will
already have an OBDII port. For those that need it, source yourself
and OBDII connector and wire the connector as follows;

Pin 3 on OBDII port to Terminal 5 Connector B

Pin 7 on OBDII port to Terminal 36 Connector B for manual trans car, connect to terminal 22 on TCU connector for Automatic cars.

Pin 5 on OBDII port to ground

Pin 16 on OBDII port to 12v constant power (I wired mine Key off so my
datalogger would auto shut off, but this is not necessary for all
systems as Key on will normally be fine)



A note on this. If you don't want to add OBDII then you can still use
your diagnostic port under the hood for 94-95 cars as it connects to the
same terminal on M4.4 as M4.3



6. Air conditioning. Wiring will have to be changed as the ECC layout is
a bit different. Simply follow the schematic on this one, ECC pins are
where you'll be doing the work. (You can find wiring schematic here:
www.worldwiderob.com)



7. BCS. Simply ditch the BCS round solenoid and convert to the TCV square solenoid, or better yet upgrade to Ipd HD TCV!



8. ECU, of course you'll need a M4.4 ECU.





Update:

After 8 months of going back and forth with different maps and hardware
setups I've found the M4.4 is definitely a more desirable EMS for the
following reasons;

1. M4.4 has less latency in the boost control strategy which translates
to quicker boost onset in the midrange. Just switching to 4.4 and
running the adaptation sequence allowed for boost to develop 350rpm
sooner according to the logger. Some of this is contributed to the
faster response of the later TCV vs. the earlier BCS. The fixed orifice
in the BCS as well as the generally tepid wastegate adjustment seems to
be the main reason for 4.3 sluggishness in boost development aside from
the RISC architecture that appears more prevalent in 4.4



2. Wider adaption range. The total compensation for variation in
measured variables, like air flow, Detonation ceiling, O2 response,
etc.. if not wider is certainly quicker and more refined. This means
timing strategy is the main componens as a quicker PID loop where the
ECU compares knock detection to advance curve multiplier and modifies
the total amount of ignition retard. When comparing boost onset and the
adaptation of timing overlaid from the logger data it's likely that the
timing has nearly as much contribution to the increased midrange as the
boost control strategy. However the base data without considerable
review seems to trend that neither is 100% responsible for the increase.



3. Options. M4.4 has numerous map options M4.3 just doesn't. Manual,
turbo, with OBDII for instance. Additionally some 4.4 hardware setups
(98 V70R for instance) were equipped stock with green injectors and
larger turbos like the 18T/19T. Coupled with reduced latency in boost
control this further explains why M4.4 is more suitable to larger turbos
and why 4.3 never saw anything larger than a 15G in stock form. Not to
say a larger turbo can't be installed but my belief is 4.4 will maximize
the gain better than 4.3 will.



4. OBDII logging. M4.3 has it in the 1996-1997 models but for the -95
models you can't really log EOBD like you can with M4.4. So this becomes
desirable for trouble shooting as well as tuning. Also for the early
850 with on board diagnostic box in the engine bay you can keep this
function for all the remaining modules as well, climate, trans, SRS
etc..



The downside:

The added sensors certainly bring some cost and complexity but if you're
going as far as a manual swap and need OBDII compliance, it's about the
only way. Aside from that, the added gains in my opinion outweigh the
costs if you're patient enough to source and install the parts.



For those that need it you can find wiring diagrams here www.worldwiderob.com
Lucky

Edited by Simply Volvo
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I'm willing to test, I have access to ME 4.4 ecu's and would like to convert a 607 to a 608. I simply won't destroy my IPD tune on a 608. I as well have access to a vag com cable that my friend uses for his Mk6 GTI anytime.

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I'm willing to test, I have access to ME 4.4 ecu's and would like to convert a 607 to a 608. I simply won't destroy my IPD tune on a 608. I as well have access to a vag com cable that my friend uses for his Mk6 GTI anytime.

Let me know what you need flashed since I have all the cables that we need to do this at home. Perhaps we can contribute by trying out a couple of those ECUs you have at work!.

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