VR6 Remap guide

[VR6Joni 1]

Thought I'd post my current progress with remapping a Motronic on here for you guys. It still requires a bit of work, but hopefully others are gonna contribute!

[VR6Joni 1]

VR6 Motronic remapping at home courtesy of VR6Joni!

What you will need:

EPROM programmer, I doubt one exists that will not program a 27C512.

A few 27C512's as it's annoying waiting 20mins to blank them!

A UV Eraser.

A 28 pin DIP socket.

Soldering skills.

A fairly technical mind!

A laptop.

VAG-COM

A wide band AFR controller.

First of all read which ECU you have with the VAG-COM or look at the label on it. It should look something like this:021 906 258CP. The CP is the important bit, this is the code revision which also means the maps will be at different locations in the memory. I have details of where the maps are located for AF or CP revisions up to press and will distribute them on request (PM me). This will make life much easier although I had to work out the locations for myself on my CP ECU so it is possible to do on other versions, just needs a bit of extra work.

Remove the ECU! I'm sure there are several guides online, if you need to use them you probably

shouldn't be doing this anyway.

You can learn from my errors though! Which were the connector latch pulls further out then you may expect and no matter what you might think the ECU will come out with the bracket attached. Once it's out you need to take the the EPROM off the PCB, it's the 28 pin though hole device as pictured. You really should use a rework station for this which has a soldering iron and hot air blower in one unit. I was too eager to wait until I was in work so just used a bog standard hot air gun on LOW! in combination with a soldering iron. I find its easier if you remove excess solder first using a solder sucker. Take note of the orientation of the chip, it should be pin 1 (pin 1 is indicated by the notch on one side of the chip) closer to the centre of the PCB. Once the EPROM is removed, remove excess solder and fit the socket. Now your ready to MAP and REMAP.

Original EEPROM

Socket Fitted

Newly Mapped EEPROM in place

Now you will need to set up your EPROM programmer and read the memory with the included software and save it as a binary, make 2 copies, one as an original backup and one to modify. I save a different copy at every stage of the REMAP.

Now you will need to download a copy of WINOLS Demo and TunerPro. With TunerPro you need a MAP definitions file called a .XDF, this contains information for the various MAPs in the binary file taken from your ECU's EPROM. The XDF is basically just a list of MAP labels, memory location and conversion factors etc. I have XDF's for the CP and AF ECU's at the moment these may be compatible with other versions though.

Install TunerPro and run it, then open a XDF file, the correct one if possible. Then open your .bin file, you should then be able to open various MAP's and you should be looking at a pattern of numbers in a table, if they are random or all the same your probable gonna have to modify the XDF to suit your ECU revision, if it looks like good data ignore the next paragraph.

If you need to modify the .XDF file install WINOLS and run it. Create a project with a known binary eg. AF and allow it to find all potential MAPs. Then create another project with your ECUs binary. You should see 2 sets of very similar potential maps, what I would recommend you do is write the address of each known map down in order and look where they are in the potential maps list. Eg. you could find fuel wide open throttle (12x12 MAP) is between a 4x8 MAP and another 12x12 MAP, which just happens to be idle fuelling and WOT map 2. You should be able to see this pattern in your binary with very similar numbers if not the same. Continue this process until you

have found all the MAPs that you wish to edit. Note down all the locations and then modify the XDF file to suit. Hopefully now you should have what looks like valid data in TunerPro.

Now its time to remap.

I'm assuming you've probably done some significant mods by this stage and want to make the use of it so I'll start with WOT maps. If you've done something serious like turbo or supercharge your VR you may well have used Crazy/SensibleDaves (Big thanks to Dave for this) potentiometer mod to get you going, I used an active electronic version to guarantee a linear output. Adjust this to minimise adaption values in measuring block 6 using VAG-COM, you'll have to clock up a few miles for these to appear. Otherwise adjust it so that AFR is good on initial startup and driving.

Now you have a drivable car its time to generate some logs, I log ignition timing with VAG-COM and the AFR with Logworks2 software which was included with my Innovate LC-1. Find an airstrip, start logging, stick it in third at idle engine speed and floor it to the redline making sure AFR's stay at none engine killing levels, repeat this logging procedure a few times.

For Fuel WOT maps:

With your results generate an error factor value table throughout the rev range, I do this by taking a reference point I.e. when you change into 4th, using that point in time write down the AFR's logged next to the engine speeds from the VAGCOM log and work your way backwards referencing the times on the AFR log against the times in the VAGCOM log. Once you have an error factor table copy the Fuel WOT MAP from TunerPro into a spreadsheet and multiply the values by the corresponding engine speed error factors. Then copy the results back into TunerPro, I converted them to an integer in the spreadsheet using the following formula:

New Map Value =int(OldMAPValue*ErrorFactor)

Example spreadsheet used to calculate corrections required

I found that just changing Fuel WOT MAP 1 works, so what MAP 2 does if a mystery, answers on a postcard please! Or a PM will do.

Ignition is a bit more of an art, I look at the timing in the logs and simply adjust timings to try and eliminate detonation. You can tell that knock has been detected as you'll see that the ECU has retarded the timing away from the map values, it does it in quite large steps and is obvious as you see timing jump away from the MAP values by about 5 degrees at a time. (see 5800rpm on example spreadsheet)

When you are happy with the changes that have been made save the binary and program a new EPROM with the binary file saved in TunerPro. Plug the new EPROM into the ECU, put the ECU back in the car and take it for a blast, once again logging everything. Repeat the steps above as many times as it takes until your happy, blank the

EPROM in the UV eraser as soon as you remove it as when it comes to making smaller tweaks it gets annoying waiting, hence having a couple spare.

Original maps as viewed in TunerPro

My slightly tweaked MAPs

Example AFR Log

[FishWick 21]

Good stuff!!

I feel this is a sticky worthy thread :-)

[UnitedMotorsport 55]

Excellent. Is the checksumm in this causing you any problems?

[VR6Joni 1]

Ok, now its possible to drive flat out you might also want your engine to idle nicely.

I determined idle fuelling levels by taking note of the fuelling adaption levels in block 6 using VAGCOM, basically with my setup I hit the idle adaption level limit without any tweeking (I believe this is about +/- 0.3). On initial setup I set up partial throttle adaption level to as close to 1.00 as possible, i.e. 14.7 on the AFR gauge when driving under partial throttle. This was done by tweeking the MAF potentiometer, I'd highly recommend using a multi turn potentiometer as a single turn pot is very sensitive.

Once you have a good partial throttle adaption level (near to 1.00 as possible) and remapped the WOT you should only be left with a problem with the idle adaption level, I saw idle adaption levels of ~0.7 which threw up a fault code. Initially I took a full 30% off the idle fuelling levels, this was way too much and the idle adaption levels went to ~1.3 which gave me another fault code. I found that about 85% of the origional fuelling levels gave me acceptable results (i.e. didn't throw up any fault codes)

[VR6Joni 1]

Excellent. Is the checksumm in this causing you any problems?

Ah, I was wandering when this would come up, yes and no is the answer. Yes in that it throws up a fault code, but no it doesn't seem to have any adverse effects.

I have managed to get TunerPro to generate a checksum for the whole EEPROM, but this is wrong. I.e. I cant get it to match an original map. I can only assume that there is multiple checksums, one for the code and one for the map data, at some stage I will get round to finding the EEPROM ranges for each checksum and post my findings.

That is of course if anyone else doesn't beat me to it.

This is only a side project of mine so I don't spend too much time on it. So the checksum issue may be a while.

[UnitedMotorsport 55]

The checksum on these OBD1 ECU's wont stop the engine from running, it just throws a fault ode

[VR6Pete 1,455]

Good stuff!!

I feel this is a sticky worthy thread :-)

Indeed it is....

[VR6Joni 1]

The checksum on these OBD1 ECU's wont start the engine from running' date=' it just throws a fault ode

[/quote']

I had a look earlier and think I may have sussed it on my 258CP code unless it was a fluke, I believe the checksum is just before the ECU software version number which is at EF00 (sum of 0000-EEFF) in my version, however I couldn't make it work on another couple of binaries I have (258AF and 258AP) but the software version number is at a different location but even when I modify the checksum location and range I can't get it to match. I'll test my 258CP attempt next time the engine is in a runable condition.

If anyone else has any idea's of checksum ranges and locations that would be very useful as I'm quite new to Bosch software.

[VR6Joni 1]

Ok, I have now sorted the checksum issue. I was correct as above. Obviously the engine doesn't need to be running to throw this fault up. Doh!

[redeye 0]

check this link out some good info http://www.ecuconnections.com/forum/viewtopic.php?f=2&t=404&start=0

[FishWick 21]

Looks like a great forum, good shout!

[RBPE 198]

Lot's on Nef Moto too regarding Bosch tuning.

http://www.nefariousmotorsports.com/wiki/index.php/NefMoto_ECU_Flashing_Software

[RBPE 198]

I hybrided an R32 NA map with a 20vt map to take into account the variances between the ECU's (i.e. R32 change-over barrel on the VRIM v's the 20vt SRIM, different cam controls etc) and have the major map areas for them both here. Not perfect English as some bits are just straight from the translator machines but cut and paste is easier than translator! 

 

I'll put up some screen shots of fully English translated VR6 maps I have (12v/24v & R32) in the near future if that's of help to anyone?

 

Here are a lot of the main areas you will find when tinkering with winOLS - (the map areas change depending on what ECU it is, i.e. different levels of cam timing such as the AUE v's BDE etc):

 

ABKVP: Booster pump control

ACIFI: Output for each individual cylinder injection

ADVE: Activation of the DV-E by means of the DLR

AEKP: Output EKP control

AEVAB: Output injection EV-suppression

AEVABU: Output injection cut-off by monitoring functions (EGAS)

ALE: Discharge detection

ALSU: Output function LSU

ANSWE: Controlling connected intake camshaft

ARMD: Moments based anti-judder system

ATEV: Control tank purge valve (period)

ATM: Exhaust gas temperature model

ATR: Exhaust gas temperature control

AZUE: Output ignition

BBBO: Start operating range with fuel in oil

BBDLS: Operating range digital idle stabiliser

BBDNWS: Diagnosis function: camshaft operating status

BBGANG: Detection of actual gear

BBKD: Calculation of kick-down information

BBKHZ: Control of CAT heating

BBNWS: Operating status: enabling the cam shaft control

BBPHSYN: Operating range; phase synchronization

BBSAWE: Conditions for fuel cut-off/cut-in

BBSTT: Conditions; Engine start (operating range)

BBTEGA: Operating conditions for purge canister control/fuel adaptation

BBZMS: Operating range ZMS protection

BGARNW: Calc. Size requirement camshafts adaptations

BGCVN: Calc size calibration verification number CVN

BGDVE: Values for DV-E control from the learning and checking routines

BGGNSOL: Calc. Variable; target gear-influenced engine speed

BGLBZ: Calculated charge deficit of the battery

BGMIL: Calculated size; controlling MIL (Malfunction Indication Lamp)

BGMSABG: Calculation of exhaust emission mass flow – bank dependent

BGMSZS: Calculation of mass flow into the intake manifold

BGNG: Calc variable; engine speed gradient

BGPIRG: Calc. Of interval residual gas fraction

BGPLGU: Calculation of the base boost pressure – turbo engine

BGPUK: Size calculation ambient pressure corrected (downhill recognition)

BGRBS: Calculated size wheel acceleration from wheel speed

BGRLP: Calculated variable rlp; predicted air charge

BGRML: Calculated value of relative air mass according to SAE J1979 mode $01 & $o2 PID

BGSRM: Charge detection intake manifold

BGTABST: Calculated variable; cut-off time

BGTEMPK: Charge detection temp compensation calculation for intake manifold model

BGTEV: Calculation variable; mass flow from TEV

BGTOL: Calculated size (motor) oil temperature

BGTUMG: Calc. Variable; ambient temperature

BGVMAX: Calc variable for (vmax) speed control

BGWDKM: Calculation of throttle angle model

BGWPFGR: Calc. Var; back calculated pedal value for FGR

BKV: Pressure control for brake booster

CAN: Can signal list

DATR: Diagnosis; Exhaust gas control

DATS: Diagnosis; Exhaust gas sensor

DBKVP: Diagnosis; booster pump

DBUKSUE: Diagnosis; intake manifold amplifier

DCDACC: Diagnosis; access to tester data

DCLA: OBD II Classification table

DDCY: OBD II Fulfilment condition “driving cycle”

DDG: Diagnosis; Engine speed sensor/tachometer

DDSBKV: Diagnosis; pressure sensor for brake booster

DDVE: Diagnosis; EGAS Actuator DV-E

DECJ: Diag; Power stage CJ9x (CJ4x/9x)

DEGFE: Diag; of input variables for charge detection

DEKPE: Diag. Power stage of fuel pump relay

DEPCL: Diag; Electronic powertrain control lamp

DFFTCNV: Diag. Freeze frame table, conversion to bytes

DFPM: OBD II, Fault path manager

DFPMEEP: Diagnostic function; error path manager EEPROM storage

DFPMNL: Diagnostic function; error path management at the overrun

DFPMOVF: Diagnostic function; error path, memory overflow

DHFM: Diagnosis; Plausibility test MAF

DHLSHK: Diagnosis; Sensor heating after CAT

DHLSU: Diagnosis; heating LSU

DHR: Diagnostic function; Main relay

DHRLSU: Diag; Heating control LSU

DHRLSUE: Diag; heating stage for systems with Cjxxx diagnostic ES-block

DIMC: OBD II Inspection/Maintenance ready

DIMCAGR: Diagnostic inspection maintenance code Exhaust gas recirculation system monitor

DIMCHLS: Diagnostic inspection maintenance code; LS-heating monitoring

DIMCKAT: Diagnostic inspection maintenance code; CAT monitoring

DIMCLSV: Diagnostic inspection maintenance code; Oxygen sensor monitoring

DIMCSLS: Diagnostic inspection maintenance code; Secondary air system monitoring

DIMCTES: Diagnostic inspection maintenance code; Tank ventilation system

DKATLRS: Diagnosis; Catalytic converter

DKRA: Diag. Function; Knock control

DKRNT: Diag; knock control, zero test (OBD II)

DKRS: Diag; Knock sensor (OBD II)

DKRTP: Diagnostic of knock control, test pulse for OBD II

DKUPPL: Diagnostic function; Clutch switch

DKVS: Diagnostic; Plausibility test fuel supply system

DLDP: OBD II, Tank ventilation diagnostic function; module

DLDPE: Final stage diagnostic; pressure pump of tank diagnostic

DLDR: LDR Diagnostic

DLDUV: Diagnostic; Diverter valve for turbo engine

DLLR: Diagnostic; Idle speed control, recognition of blocked actuator

DLSAHK: Ageing monitoring for Lambda sensor downstream of CAT

DLSH: Diagnostic; Readiness for operation of CAT downstream sensor

DLSHV: Diagnosis, detection exchanged Lambda probe behind catalytic converter

DLSSA: Signal ouput from lambda sensors

DLSU: Diagnostic; Continuous Lambda probe LSU

DLSUV: Recognition exchanged oxygen sensors before catalytic converter

DMDDLU: Diagnostic routine misfire detection forming the difference for rough running

DMDFON: Diagnosis misfire detection fuel-on adaptation

DMDLU: Diagnose misfire detection; rough running

DMDLU_C: Diagnostic routine; misfire detection

DMDLUA: Diagnostic routine; misfire detection rough running spacing/distance measurements

DMDMIL: Error handling of misfire detection, triggering the MIL and rectification

DMDSTP: Diagnosis; Misfire detection; stop conditions

DMDTSB: Diagnosis; misfire detection; segment time education

DMFB: OBD II MIL externally determined

DMIL: OBD II, MIL Control

DNMAX: Diagnosis, plausibility test maximum speed is exceeded

DNWKW: Diag; Alignment between camshaft and crankshaft

DNWSAUS: Diagnosis camshaft control (outlet side)

DNWSEAUS: Diagnosis cam control (outlet side) final stage

DNWSEEIN: Diagnosis of the camshafts stage (inlet side)

DNWSEIN: Diagnosis; Cam timing (inlet side)

DPH: Diag. Plausibility test phase sensor

DSLSLRS: Diag; Secondary air system with constant lambda control

DSWEC: Bad drive from wheel-Accel, -.> via CAN ABS SG to Motronic

DSWES: Rough road detection by means of statistics of the engine uneven running

DTANKL: OBDII diagnostic errors due to an empty tank

DTEV: Diag; Canister purge valve (OBD II)

DTHM: Thermostat diagnosis engine coolant

DUF: Diagn; of functional monitoring

DUMMY: Dummy Section

DVFZ: Diagnostic plausibility check; vehicle speed

DWUC: OBD II; Fulfilment condition “warm up cycle”

DZUEET: Diag; End stage driver

ESGRU: Basic injection

ESNST: Injection after start

ESNSWL: Injection during afterstart & warm-up

ESSTT: Injection duration at start

ESUK: Injection; transient compensation

ESUKAS: Adaptation of the transitional compensation (with constant lambda control)

ESVW: Injection; calculation of injection angle

ESWE: Injection; resumption of overrun fuel cut-off

ESWL: Injection Warm-up

FGRABED: Switch off cruise control

FGRFULO: Functional logic; cruise control

FGRREGL: Control algorithm cruise control

FUEDK: Charge control (calculation of nominal throttle valve angle)

FUEDKSA: Influence of air charge by throttle blade, processing throttle angle

FUEREG: Charge control

GGATS: Master variable; Exhaust gas temperature

GGCASR: Master variable; CAN signals for ASR/MSR

GGCGRA: Master variable; GRA control levers with CAN

GGCS: Master variable; crash sensor

GGTOL: Master variable oil temperature via CAN

GGCTUM: Master variable ambient temperature via CAN

GGDPG: Input signals; tachometer and encoder phase

GGDSAS: Master variable; intake manifold pressure sensors outside

GGDST: Master variable; Tank pressure sensor

GGDVE: Sensor variables for throttle valve actuator

GGEGAS: Master variable; brake and clutch switch

GGFGRH: Master variables; operating lever for cruise control

GGFST: Master variable tank level

GGGTS: Master variable; accurate temperature signal

GGHFM: Encoder signal MAF

GGKLDF: Master variable; DFM terminal of generator

GGKS: Master variable; Knock sensor

GGLSH: Master variable; Lambda probe signal (Nernst type) after CAT

GGLSU: Encoder signal LSU

GGNW: Adaptation angle of camshaft relative to crankshaft

GGPBKV: Master variable pressure for brake booster

GGPED: Master variable; Accelerator pedal

GGTFA: Master variable; TFA Intake air temp sensor

GGTFM: Signal engine temp sensor (coolant)

GGUB: Master variable; Battery voltage including diagnostics

GGUBR: Encoder size & diagnostic board network voltage across main relay

GGVFZG: Master variable vehicle speed

GGZDGON: Master variable; terminal 15

GK: Mixture control

HLSHK: Probe heating after CAT

HLSU: Heating steady lambda sensors LSU

HRLSU: Heating control continuous lambda probe LSU

KHMD: Calculation of reserve torque for CAT heating

KOS: Air compressor – control

KRDY: Knock control for load dynamics

KRKE: Knock detection

KRRA: Adaptive knock control

KUA: Output signal; fuel consumption display

LAKH: Lambda coordination for CAT's

LAMBTS: Lambda component protection

LAMFAW: Lambda drivers request

LAMKO: Lambda coordination

LANSWL: Lambda afterstart/warm up

LDOB: LDR Overboost

LDRLMX: Calculation of LDR max fuelling (rlmax)

LDRPID: LDR (Boost pressure control) PID – Regulator

LDRPLS: Calculating target boost

LDTVMA: Preperation & output duty cycle

LDUVST: LDR Diverter valve control

LLRBB: Operating conditions of idle speed control

LLRMR: Torque reserve for idle speed control

LLRNFA: Target speed boost when short trip

LLRNS: Idle speed control, set speed

LLRRM: Idle speed control; torque controller

LRA: Lambda closed loop control; adaptive pilot control

LRAEB: Switch – mixture adaptation

LRS: Continuous lambda control

LRSEB: Switch – continuous lambda control

LRSHK: Lambda control (steady) after CAT

LRSKA: Continuous catalyst lambda control additional function clearing

MDBAS: Basic calculations for torque interface

MDBGRG: Torque limitation minimum

MDFAW: Calc. Of vehicle operator demand/drivers torque request

MDFUE: Nominal value input from nominal torque for airmass

MDIST: Motor torque calculation

MDKOG: Torque coordination for overall intervention

MDKOL: Torque coordination on filling level

MDMAX: Calculation maximum torque

MDMIN: Calculation minimum torque

MDNSTAB: Torque; engine speed stabilisation

MDRED: Calc of reduction stage torque requirement

MDTRIP: Calc of torque reserve for short trip

MDVER: Loss in engine torque

MDVERAD: Adaptation of torque loss

MDVERB: Torque demand by auxiliary systems (air con etc)

MDWAN: Torque of the AT converter

MDZUL: Calc of max permitted set torque

MDZW: Calc of torque in nominal ignition firing

MOTAUS: Engine switch-off/shutdown

NLDG: Emergency speed encoder (limp mode) for defective engine speed sensor

NLPH: Limp-home mode for phase synchronization

NMAXMD: Torque calc during max speed control

NWEVO: Camshaft; limited adjustment for oil pressure

NWFW: Calculation factor angle camshaft

NWSFAT: Cam control, setpoint with tester

NWSOLLA: Setpoint cams (NWS) (exhaust)

NWSOLLE: Setpoint cams (NWS) (inlet)

NWWUE: Calculation of camshaft overlap

PROKON: Project configuration

RDE: Detection of reverse rotation

RKTI: Calculation of injection time (ti) from relative fuel mass (rk)

SGAAU: Feed forward AU II

SLS: Secondary air control

SRMHFM: Intake manifold model MAF

STADAP: Starting fuel adaptation

STARTUF: Powerfail

STMD: Start moment

SU: Intake manifold switch-over

SWADP: Software adapter

TC (then a number) MOD: Carb communications modes

TEB: Purge canister function

TEBEB: Switch-on conditions for purge control

TKMWL: Testers communications, read measured values

TKSTA: Testers communications; actuator drive

UFACCC: EGAS monitoring concept; ACC input signal monitoring functions monitoring

UFFGRC: ETS monitoring concept; monitoring of cruise control for function monitoring

UFFGRE: ETS monitoring concept; CC input information used in functional monitoring

UFMIST: ETS monitoring concept; Calculation of actual torque in UF

UFMSRC: ETS monitoring concept; MSR intervention monitoring for functions monitoring

UFMVER: ETS monitoring concept; torque comparison of functional monitoring

UFMZF: ETS monitoring concept; torque filter for function monitoring

UFMZUL: ETS monitoring concept; Calculation of permissible torque in UF

UFNC: ETS monitoring concept; Afterstart monitoring for function monitoring

UFNSC: ETS monitoring concept; Afterstart monitoring for function monitoring

UFREAC: ETS monitoring concept; Monitoring of fault reaction of functional monitoring

UFRLC: EGAS monitoring concept; load signal superv for function monitoring

UFSPSC: EGAS monitoring of pedal value for function

UFZWC: EGAS monitoring concept; Monitoring of ignition angle for function monitoring

UMKOM: ETS monitoring concept; Enquiry/response communication between UM/FR

URADCC: ETS monitoring concept; test of AD converter

URROM: ETS monitoring concept; ROM test

VMAXMD: Torque requirement of VMAX control

VS_VERST: Adjusting parameters for the moment

WDKSOM: Calculation of desired throttle angle without torque structure

WNWRA: Exhaust cam position control

WNWRE: Inlet cam position control

ZUE: Basic function; Ignition

ZUESZ: Ignition; calculation of coil closing time

ZWGRU: Basic ignition angle

ZWMIN: Calculation of maximum retarded spark limitation

ZWOB: Overboost

ZWSTT: Ignition at the start

ZWWL: Ignition angle during warm up

[VR6Pete 1,455]

I hybrided an R32 NA map with a 20vt map to take into account the variances between the ECU's (i.e. R32 change-over barrel on the VRIM v's the 20vt SRIM, different cam controls etc) and have the major map areas for them both here. Not perfect English as some bits are just straight from the translator machines but cut and paste is easier than translator!

I'll put up some screen shots of fully English translated VR6 maps I have (12v/24v & R32) in the near future if that's of help to anyone?

Here are a lot of the main areas you will find when tinkering with winOLS - (the map areas change depending on what ECU it is, i.e. different levels of cam timing such as the AUE v's BDE etc):

ABKVP: Booster pump control

ACIFI: Output for each individual cylinder injection

ADVE: Activation of the DV-E by means of the DLR

AEKP: Output EKP control

AEVAB: Output injection EV-suppression

AEVABU: Output injection cut-off by monitoring functions (EGAS)

ALE: Discharge detection

ALSU: Output function LSU

ANSWE: Controlling connected intake camshaft

ARMD: Moments based anti-judder system

ATEV: Control tank purge valve (period)

ATM: Exhaust gas temperature model

ATR: Exhaust gas temperature control

AZUE: Output ignition

BBBO: Start operating range with fuel in oil

BBDLS: Operating range digital idle stabiliser

BBDNWS: Diagnosis function: camshaft operating status

BBGANG: Detection of actual gear

BBKD: Calculation of kick-down information

BBKHZ: Control of CAT heating

BBNWS: Operating status: enabling the cam shaft control

BBPHSYN: Operating range; phase synchronization

BBSAWE: Conditions for fuel cut-off/cut-in

BBSTT: Conditions; Engine start (operating range)

BBTEGA: Operating conditions for purge canister control/fuel adaptation

BBZMS: Operating range ZMS protection

BGARNW: Calc. Size requirement camshafts adaptations

BGCVN: Calc size calibration verification number CVN

BGDVE: Values for DV-E control from the learning and checking routines

BGGNSOL: Calc. Variable; target gear-influenced engine speed

BGLBZ: Calculated charge deficit of the battery

BGMIL: Calculated size; controlling MIL (Malfunction Indication Lamp)

BGMSABG: Calculation of exhaust emission mass flow – bank dependent

BGMSZS: Calculation of mass flow into the intake manifold

BGNG: Calc variable; engine speed gradient

BGPIRG: Calc. Of interval residual gas fraction

BGPLGU: Calculation of the base boost pressure – turbo engine

BGPUK: Size calculation ambient pressure corrected (downhill recognition)

BGRBS: Calculated size wheel acceleration from wheel speed

BGRLP: Calculated variable rlp; predicted air charge

BGRML: Calculated value of relative air mass according to SAE J1979 mode $01 & $o2 PID

BGSRM: Charge detection intake manifold

BGTABST: Calculated variable; cut-off time

BGTEMPK: Charge detection temp compensation calculation for intake manifold model

BGTEV: Calculation variable; mass flow from TEV

BGTOL: Calculated size (motor) oil temperature

BGTUMG: Calc. Variable; ambient temperature

BGVMAX: Calc variable for (vmax) speed control

BGWDKM: Calculation of throttle angle model

BGWPFGR: Calc. Var; back calculated pedal value for FGR

BKV: Pressure control for brake booster

CAN: Can signal list

DATR: Diagnosis; Exhaust gas control

DATS: Diagnosis; Exhaust gas sensor

DBKVP: Diagnosis; booster pump

DBUKSUE: Diagnosis; intake manifold amplifier

DCDACC: Diagnosis; access to tester data

DCLA: OBD II Classification table

DDCY: OBD II Fulfilment condition “driving cycle”

DDG: Diagnosis; Engine speed sensor/tachometer

DDSBKV: Diagnosis; pressure sensor for brake booster

DDVE: Diagnosis; EGAS Actuator DV-E

DECJ: Diag; Power stage CJ9x (CJ4x/9x)

DEGFE: Diag; of input variables for charge detection

DEKPE: Diag. Power stage of fuel pump relay

DEPCL: Diag; Electronic powertrain control lamp

DFFTCNV: Diag. Freeze frame table, conversion to bytes

DFPM: OBD II, Fault path manager

DFPMEEP: Diagnostic function; error path manager EEPROM storage

DFPMNL: Diagnostic function; error path management at the overrun

DFPMOVF: Diagnostic function; error path, memory overflow

DHFM: Diagnosis; Plausibility test MAF

DHLSHK: Diagnosis; Sensor heating after CAT

DHLSU: Diagnosis; heating LSU

DHR: Diagnostic function; Main relay

DHRLSU: Diag; Heating control LSU

DHRLSUE: Diag; heating stage for systems with Cjxxx diagnostic ES-block

DIMC: OBD II Inspection/Maintenance ready

DIMCAGR: Diagnostic inspection maintenance code Exhaust gas recirculation system monitor

DIMCHLS: Diagnostic inspection maintenance code; LS-heating monitoring

DIMCKAT: Diagnostic inspection maintenance code; CAT monitoring

DIMCLSV: Diagnostic inspection maintenance code; Oxygen sensor monitoring

DIMCSLS: Diagnostic inspection maintenance code; Secondary air system monitoring

DIMCTES: Diagnostic inspection maintenance code; Tank ventilation system

DKATLRS: Diagnosis; Catalytic converter

DKRA: Diag. Function; Knock control

DKRNT: Diag; knock control, zero test (OBD II)

DKRS: Diag; Knock sensor (OBD II)

DKRTP: Diagnostic of knock control, test pulse for OBD II

DKUPPL: Diagnostic function; Clutch switch

DKVS: Diagnostic; Plausibility test fuel supply system

DLDP: OBD II, Tank ventilation diagnostic function; module

DLDPE: Final stage diagnostic; pressure pump of tank diagnostic

DLDR: LDR Diagnostic

DLDUV: Diagnostic; Diverter valve for turbo engine

DLLR: Diagnostic; Idle speed control, recognition of blocked actuator

DLSAHK: Ageing monitoring for Lambda sensor downstream of CAT

DLSH: Diagnostic; Readiness for operation of CAT downstream sensor

DLSHV: Diagnosis, detection exchanged Lambda probe behind catalytic converter

DLSSA: Signal ouput from lambda sensors

DLSU: Diagnostic; Continuous Lambda probe LSU

DLSUV: Recognition exchanged oxygen sensors before catalytic converter

DMDDLU: Diagnostic routine misfire detection forming the difference for rough running

DMDFON: Diagnosis misfire detection fuel-on adaptation

DMDLU: Diagnose misfire detection; rough running

DMDLU_C: Diagnostic routine; misfire detection

DMDLUA: Diagnostic routine; misfire detection rough running spacing/distance measurements

DMDMIL: Error handling of misfire detection, triggering the MIL and rectification

DMDSTP: Diagnosis; Misfire detection; stop conditions

DMDTSB: Diagnosis; misfire detection; segment time education

DMFB: OBD II MIL externally determined

DMIL: OBD II, MIL Control

DNMAX: Diagnosis, plausibility test maximum speed is exceeded

DNWKW: Diag; Alignment between camshaft and crankshaft

DNWSAUS: Diagnosis camshaft control (outlet side)

DNWSEAUS: Diagnosis cam control (outlet side) final stage

DNWSEEIN: Diagnosis of the camshafts stage (inlet side)

DNWSEIN: Diagnosis; Cam timing (inlet side)

DPH: Diag. Plausibility test phase sensor

DSLSLRS: Diag; Secondary air system with constant lambda control

DSWEC: Bad drive from wheel-Accel, -.> via CAN ABS SG to Motronic

DSWES: Rough road detection by means of statistics of the engine uneven running

DTANKL: OBDII diagnostic errors due to an empty tank

DTEV: Diag; Canister purge valve (OBD II)

DTHM: Thermostat diagnosis engine coolant

DUF: Diagn; of functional monitoring

DUMMY: Dummy Section

DVFZ: Diagnostic plausibility check; vehicle speed

DWUC: OBD II; Fulfilment condition “warm up cycle”

DZUEET: Diag; End stage driver

ESGRU: Basic injection

ESNST: Injection after start

ESNSWL: Injection during afterstart & warm-up

ESSTT: Injection duration at start

ESUK: Injection; transient compensation

ESUKAS: Adaptation of the transitional compensation (with constant lambda control)

ESVW: Injection; calculation of injection angle

ESWE: Injection; resumption of overrun fuel cut-off

ESWL: Injection Warm-up

FGRABED: Switch off cruise control

FGRFULO: Functional logic; cruise control

FGRREGL: Control algorithm cruise control

FUEDK: Charge control (calculation of nominal throttle valve angle)

FUEDKSA: Influence of air charge by throttle blade, processing throttle angle

FUEREG: Charge control

GGATS: Master variable; Exhaust gas temperature

GGCASR: Master variable; CAN signals for ASR/MSR

GGCGRA: Master variable; GRA control levers with CAN

GGCS: Master variable; crash sensor

GGTOL: Master variable oil temperature via CAN

GGCTUM: Master variable ambient temperature via CAN

GGDPG: Input signals; tachometer and encoder phase

GGDSAS: Master variable; intake manifold pressure sensors outside

GGDST: Master variable; Tank pressure sensor

GGDVE: Sensor variables for throttle valve actuator

GGEGAS: Master variable; brake and clutch switch

GGFGRH: Master variables; operating lever for cruise control

GGFST: Master variable tank level

GGGTS: Master variable; accurate temperature signal

GGHFM: Encoder signal MAF

GGKLDF: Master variable; DFM terminal of generator

GGKS: Master variable; Knock sensor

GGLSH: Master variable; Lambda probe signal (Nernst type) after CAT

GGLSU: Encoder signal LSU

GGNW: Adaptation angle of camshaft relative to crankshaft

GGPBKV: Master variable pressure for brake booster

GGPED: Master variable; Accelerator pedal

GGTFA: Master variable; TFA Intake air temp sensor

GGTFM: Signal engine temp sensor (coolant)

GGUB: Master variable; Battery voltage including diagnostics

GGUBR: Encoder size & diagnostic board network voltage across main relay

GGVFZG: Master variable vehicle speed

GGZDGON: Master variable; terminal 15

GK: Mixture control

HLSHK: Probe heating after CAT

HLSU: Heating steady lambda sensors LSU

HRLSU: Heating control continuous lambda probe LSU

KHMD: Calculation of reserve torque for CAT heating

KOS: Air compressor – control

KRDY: Knock control for load dynamics

KRKE: Knock detection

KRRA: Adaptive knock control

KUA: Output signal; fuel consumption display

LAKH: Lambda coordination for CAT's

LAMBTS: Lambda component protection

LAMFAW: Lambda drivers request

LAMKO: Lambda coordination

LANSWL: Lambda afterstart/warm up

LDOB: LDR Overboost

LDRLMX: Calculation of LDR max fuelling (rlmax)

LDRPID: LDR (Boost pressure control) PID – Regulator

LDRPLS: Calculating target boost

LDTVMA: Preperation & output duty cycle

LDUVST: LDR Diverter valve control

LLRBB: Operating conditions of idle speed control

LLRMR: Torque reserve for idle speed control

LLRNFA: Target speed boost when short trip

LLRNS: Idle speed control, set speed

LLRRM: Idle speed control; torque controller

LRA: Lambda closed loop control; adaptive pilot control

LRAEB: Switch – mixture adaptation

LRS: Continuous lambda control

LRSEB: Switch – continuous lambda control

LRSHK: Lambda control (steady) after CAT

LRSKA: Continuous catalyst lambda control additional function clearing

MDBAS: Basic calculations for torque interface

MDBGRG: Torque limitation minimum

MDFAW: Calc. Of vehicle operator demand/drivers torque request

MDFUE: Nominal value input from nominal torque for airmass

MDIST: Motor torque calculation

MDKOG: Torque coordination for overall intervention

MDKOL: Torque coordination on filling level

MDMAX: Calculation maximum torque

MDMIN: Calculation minimum torque

MDNSTAB: Torque; engine speed stabilisation

MDRED: Calc of reduction stage torque requirement

MDTRIP: Calc of torque reserve for short trip

MDVER: Loss in engine torque

MDVERAD: Adaptation of torque loss

MDVERB: Torque demand by auxiliary systems (air con etc)

MDWAN: Torque of the AT converter

MDZUL: Calc of max permitted set torque

MDZW: Calc of torque in nominal ignition firing

MOTAUS: Engine switch-off/shutdown

NLDG: Emergency speed encoder (limp mode) for defective engine speed sensor

NLPH: Limp-home mode for phase synchronization

NMAXMD: Torque calc during max speed control

NWEVO: Camshaft; limited adjustment for oil pressure

NWFW: Calculation factor angle camshaft

NWSFAT: Cam control, setpoint with tester

NWSOLLA: Setpoint cams (NWS) (exhaust)

NWSOLLE: Setpoint cams (NWS) (inlet)

NWWUE: Calculation of camshaft overlap

PROKON: Project configuration

RDE: Detection of reverse rotation

RKTI: Calculation of injection time (ti) from relative fuel mass (rk)

SGAAU: Feed forward AU II

SLS: Secondary air control

SRMHFM: Intake manifold model MAF

STADAP: Starting fuel adaptation

STARTUF: Powerfail

STMD: Start moment

SU: Intake manifold switch-over

SWADP: Software adapter

TC (then a number) MOD: Carb communications modes

TEB: Purge canister function

TEBEB: Switch-on conditions for purge control

TKMWL: Testers communications, read measured values

TKSTA: Testers communications; actuator drive

UFACCC: EGAS monitoring concept; ACC input signal monitoring functions monitoring

UFFGRC: ETS monitoring concept; monitoring of cruise control for function monitoring

UFFGRE: ETS monitoring concept; CC input information used in functional monitoring

UFMIST: ETS monitoring concept; Calculation of actual torque in UF

UFMSRC: ETS monitoring concept; MSR intervention monitoring for functions monitoring

UFMVER: ETS monitoring concept; torque comparison of functional monitoring

UFMZF: ETS monitoring concept; torque filter for function monitoring

UFMZUL: ETS monitoring concept; Calculation of permissible torque in UF

UFNC: ETS monitoring concept; Afterstart monitoring for function monitoring

UFNSC: ETS monitoring concept; Afterstart monitoring for function monitoring

UFREAC: ETS monitoring concept; Monitoring of fault reaction of functional monitoring

UFRLC: EGAS monitoring concept; load signal superv for function monitoring

UFSPSC: EGAS monitoring of pedal value for function

UFZWC: EGAS monitoring concept; Monitoring of ignition angle for function monitoring

UMKOM: ETS monitoring concept; Enquiry/response communication between UM/FR

URADCC: ETS monitoring concept; test of AD converter

URROM: ETS monitoring concept; ROM test

VMAXMD: Torque requirement of VMAX control

VS_VERST: Adjusting parameters for the moment

WDKSOM: Calculation of desired throttle angle without torque structure

WNWRA: Exhaust cam position control

WNWRE: Inlet cam position control

ZUE: Basic function; Ignition

ZUESZ: Ignition; calculation of coil closing time

ZWGRU: Basic ignition angle

ZWMIN: Calculation of maximum retarded spark limitation

ZWOB: Overboost

ZWSTT: Ignition at the start

ZWWL: Ignition angle during warm up

I'm sure be screenshots will be useful buddy - get them uploaded

Club Chairman

[MonzaVR6T 3]

This topic interests me a lot! My last few evenings have been spent looking at remaps, standalone, getting my old Megasquirt 2 out and changing it for 6 coil wasted spark used to have it running on my 1.8T conversion all self mapped.

 
I'm going to need newer maps for my turbo'd 2.9 VR6 OBD1. I have found quite a lot of information on it mostly from Broke 4 Speed there are some XDF definitions for TunerPro.

From what I can see I can either burn chips and log using vag com then reburn the chip etc. By far the best setup is the Ostrich 2.0 from Moates.net which replaces the EEPROM in the ECU with a hardware emulator. Plug in by USB and you can live trace the maps to see which bins to edit and make on the fly bumpless changes to the maps using tunerpro. unplug the USB and it works as a chip again. So it basically turns my OEM VW OBD1 ECU into a Motronic standalone with the ability to still use vag-com for diagnostics and fault codes. The ultimate in my opinion and it's $175 and free/donate software  

This is pretty much an ideal solution as I see it.

Maybe your work on this and the other info from B4S on the Vortex can be pulled together and a confident marking of maps and hex locations can only be a good thing!!
Also from what I have read the checksum is recalculated using tunerpro and a certain range of Hex locations from 0000 to CEFF  as per the thread here (unsure on link policy!) 

http://www.vwforum.com/forums/f11/obd1-motronic-tuning-thread-43655/

 

I have tried WINOLS before but found it a bit awkward I shall revisit it now I have the standard VR6 map bin to tinker with, Have you tuned for boost on a 12v VR6 OBD1 as yet? a link to some of your musings would be nice to work with.
I actually think I can get this to work for me I have the power! \0/ 

[RBPE 198]

Expensive systems and interfaces for the win!

 

 

 

These are the original main VR6 bins I have, they'll show up as the Bosch "16" maps and the like if you ever need any?

 

 

 

Nyet's holding Doug's contribution to such tuning, good guide based on the Bosch function sheets - I'm not entirely sure how correct it is in full as I have worked through the original info myself and don't have time to compare but it's a damn good start to learn how to tune!

 

http://nyet.org/cars/info/Translated%20Funktionsrahmen%20Modules%20(10-01-2012).pdf

 

 

 

 

The thing with this is that you need a good solid base knowledge of the ECU and what it does. There should be plenty of info if you can get a hold of VW's SSP's and the like to learn. I am hoping to do a half decent guide when I get chance that starts at the basics and then shows you an overview of the maps.

Something I will do for my site and can add here but it's just getting the time to do it   So much to do!

 

Here's another brief contribution to give you a rough idea as to some of the variances of the main functions, this doesn't include the sub-functions which if you look at the fourth picture down at the top of this post, can change also (made little marks in red to note the variances).

 

 

Quick note - brake booster control for FI vehicles not on the VR's, also EGT control on the 20vt ECU for same reason.

 

 

Quick note - above; you have more maps the ECU references the newer they get as there is more cam control and more emissions controls. You can also see the boost references required for FI vehicles over NA ones e.g. BGPLGU (seems I hadn't finished splitting that one up, must've been 3a.m which is about the time I finish work most days!).

 

 

One thing I noticed above when comparing/blending them was the way in which later models have less main maps with more sub-functions, i.e. ESNSWL - ES (Einspritzsteuer - or injection control) - on the R32 has the start and warm-up functions integrated into it whereas the older models have seperate map areas. However, when you look at the ECU's you see a hell of a lot more tables, maps etc inside this single area.

 

Above you have signs of more emissions control (tighter and varying emissions legislations), for example here the LANSWL on the R32. Much more adaptive controls the newer the models and ECU's get.

Main thing to note for any new to studying these things is the Ladedruck info (German for boost pressure - abbr. LDR - yes you will end being able to speak fluent German engineering terms when you do this lots!). No boost pressure controls on the standard VR's ECU for obvious reasons.

 

Bit of a quick contribution there, I'll try and do a thread that explains things for the layman when I can.

 

 

[lukeanderson31 0]

any guide or indication on how to remove an immobiliser?

[CALICO 130]

Pay united motorsport to do it.

[Daverse 175]

As above, i dont think you can do it without a certain code to delete it

Sent from my GT-I9300 using Tapatalk

[RBPE 198]

http://nefariousmotorsports.com/forum/index.php?action=printpage;topic=2973.0

[RBPE 198]

2.9 Turbo Immobilizer on/off switch (some variations can mean different positions but it gives you an idea)

 

Edited October 30, 2014 by RBPE

[Mk3highline 287]

Hi I'm after some help as you'd seem to know what's what

The dilemma I have is I've used 24v aue lump running on 12v obd2 ecu works fine got power etc but

I have a cam sensor fault code

It is to do with the cam sensor trigger/pick up wheel being different

The later post98 12v ecu use the later cam sensor trigger-pick up wheel

I'm wondering as there the same hardware if just swapping the chips over, late chip in early ecu could work?

[RBPE 198]

Hi I'm after some help as you'd seem to know what's what

The dilemma I have is I've used 24v aue lump running on 12v obd2 ecu works fine got power etc but

I have a cam sensor fault code

It is to do with the cam sensor trigger/pick up wheel being different

The later post98 12v ecu use the later cam sensor trigger-pick up wheel

I'm wondering as there the same hardware if just swapping the chips over, late chip in early ecu could work?

 

It could be the sensor, it is about that time that VW started changing things for the ME ecu's and parts can be a bt of a mish mash - but the 24v ME7.1.1. ecu has many more cam controls than the 12V Motronic 3.8.1 ecu's, at a guess I would say there are ten times as many cam control functions so there are functions missing which could throw fault codes.

 

Is your ecu a 256 or 258 code - last 3 digits?

 

These are the cam controls on a 96 12v - 256 ecu;

 

I have some 551 Audi 2.7T cam controls I did in English, that is similar to the inlet vvt only ME7.1.1. ecu's to show the differences to above -  I'll dig them out and post them up.

Edited March 3, 2015 by RBPE

[Mk3highline 287]

This is my ecu

Sinc I've bought this from a sharan vr6

I have had it plugged in and car starts but dies due to immobiliser

But from what info I can get the sharan used the later type cam trigger wheel

Will you have the standard map from a sharan vr6?