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#1
06-03-2017, 11:51 PM
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my99 ECUs Ae800, Ae801, Ae802
Hi
I've got a 99my uk wagon, which as I understand is a bit of a pain to tune the ecu. It goes very well as it is! and i'm not to worried about modding it much. The only mod on it when I bought it, is a stainless cat back exhaust. However I am interested i trying differant "standard" software, to see if I could notice any differance. As I understand it there are 3 possible standard ecus that fit my car and will plug in and run with no issues. these are- Ae800, Ae801 and Ae802 Mine is fitted with the Ae800 and under full throttle it gave the following- a peak of 14psi dropping to 10psi at high rpm, the drop in boost mirroring the wastegate duty cycle, you can feel the boost come down after a good mid rpm punch. which I thought was quite reasonable. Then I bought a Ae801 on ebay, plugged it in and was a bit put out that according to ecuexplorer its a Ae802 which allegedly is the least desireble one. but on testing it was quite clear that it was producing quite a bit more power, in fact I would now descibe it as fast  so i logged the data- Peak boost about 17psi dropping to just over 13psi at high rpm with the waste gate not trying to back the boost off at all. Im guessing boost is dropping off due to mechanical reasons- turbo size, exhaust restriction etc. Anyway this begs the question, why is it going so well (not a question asked very often) , so i used the ecuquery option to check the boost data which comes up as D1 dropping to cc which = 1.09bar (16psi) dropping to 1.04bar (15.3psi) Standard Ae802 Ecu? I would be interested in any views Ill pop the screen shots from the data viewer up next Last edited by Prussell; 07-03-2017 at 09:24 PM. 
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#3
07-03-2017, 09:20 PM
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I'm guessing the Ae802 Ecu in this case, with these boost/wastegate characteristics and the fact that it plugs in and runs a UK car, is from a prodrive package?
Im suprised it has the Ae802 number in the software. Last edited by Prussell; 07-03-2017 at 09:23 PM.
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#4
08-03-2017, 10:46 AM
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The ecu backs the boost off it's the way to make torque,
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#5
08-03-2017, 01:38 PM
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The Ae800 and Ae801 were the earlier ECU fitted to MY99 and Ae802 was in the MY00.
There was a long article many years ago on the ECUTEK website where the original 'cracker' of the ECU done some trials on the Ae800, Ae801 and Ae802. It was found that the earlier ECU were slightly better and smoother but the Ae802 ran richer. As a result of this richer running the Ae802 was the preferred ECU to use if you were increasing the boost via mechanical means i.e bleed valve/boost controller etc. All ran the same target boost setting which IIRC were around 0.9bar / 13.64psi The Prodrive ECU ran around 1.1 bar, but more aggressive timing/fuelling. So it was not wise to increase boost beyond that via mechanical means. The Prodrive ECU are generally marked as such unless the internal boards have been swapped around. In the early ECUTEK days (back in the early 2000's) there was what is known as a TEK2 ECU. This was ECUTEK flashed with a revised map that ran about 1.2bar midrange dropping to 0.9 bar towards the redline. From what you have stated above it may be that you Ae802 is an ECUTEK TEK2. I have ROM images for several of these on my laptop, so I will check tonight. I know for sure I have a TEK2 (mine before the VF28 went on) and a TEK3 (mine after the VF28 went on). Both of these were programmed by ECUTEK and I know that the changes they made between TEK2 and TEK3 were minimal considering what they charged. Hence Why I now map my own Apexi PFC. I'll post up some more info later. What are you using to interpret the hex data ? With regard to getting your ECU/ECU's mapped. This is not a problem. Many tuners use ECUTEK tools. Unfortunately 'Opensource' Tools for MY99/00 ECU are not generally available, this again is why I run an Apexi-PFC
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#6
08-03-2017, 07:56 PM
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Looking through my file of Ae801, Ae802, Ae802 Prodrive, TEK1 and TEK2
Ae801 : 13.64psi peak boost target, dropping to 9.77psi Fitted to MY99, Runs slighty leaner than the Ae802 but with the same ignition advance Ae802 : 13.64psi peak boost target, dropping to 9.77psi Fitted to MY00 Boost is less aggressive at part throttle (<50% throttle angle) than the Ae801. Runs slightly richer than Ae801 by about 0.3-0.4AFR Ae802 Prodrive : 15.65psi peak boost target, dropping to 10.86psi This ECU was rated at 240BHP with stock exhaust i.e all the cats. Boost runs a similar profile to the Ae801 but with higher limits Fuel is 0.5AFR leaner at the same load levels than an Ae801, but richer if it hits the higher load values induced by the additional boost Timing runs abot 2-4 degrees more advance on boost than any of the other ECU's listed here ECUTEK TEK1 : 13.95psi Peak boost, dropping to 9.77psi at redline This was ECUTEK's first stab and remapping and it's basically a slightly tweeked Ae801 with slightly higher target boost (13.95psi) but the fuel/ignition maps are as per Ae801. It was targeted at Ae802 owners IIRC ECUTEK TEK2 : 15.96psi, dropping to 11.47psi at redline This was ECUTEK's upgrade that was good for 260BHP with a Cat or 270-280BHP with decat. It pushed the TD04 Turbo to it's limit. Boost runs a similar profile to the Ae801 but with higher limits Fuel is a touch leaner at the same load levels than an Ae801, but richer if it hits the higher load values induced by the additional boost Timing is adjusted (retarded slightly) due to the additional load/boost achieved
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#7
08-03-2017, 10:20 PM
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Thanks scott.t
Thats very informative, I use ecu explorer to read data lines between 2105061-2105076, which i read was boost target. Then I use Hex workshop's base converter tool to convert, this gives what I guess is absolute pressure. Take off 1 bar to give boost pressure in bar. this gave D1 D1 D1 D1 D1 D1 D1 D1 CC CC CC CC CC CC CC CC which when converted gives 209 (8 times) 204 (8 times) 1.09bar 1.04 bar however I have read a little more data around this area and it is clearly a small 8x8 map rather than a single line of data first line 8 x D3 = 211 = 1.11bar = 16.17psi dropping to 8th line 8 x BB = 187 = 0.87 bar = 12.789psi 211 211 211 211 211 211 211 211 211 211 211 211 211 211 211 211 211 211 211 211 211 211 211 211 211 211 211 211 211 211 211 211 209 209 209 209 209 209 209 209 204 204 204 204 204 204 204 204 199 199 199 199 199 199 199 199 187 187 187 187 187 187 187 187 Im guessing axis are probably rpm and throttle position
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#8
08-03-2017, 11:05 PM
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If you read the ECU out from 0000 to 1FFFF (it will take a while) you will get the entire image, which should be a 128Kb file.
However you can download a smaller file and still locate the maps i.e 0000 to 1FFF Boost is at address 1EC5 - 1F04 If you convert your 2105061 to Hexadecimal you get 1EE5, so I think you are a touch off. My VF28 Custom map looks like this in decimal : 197 197 197 197 197 197 206 225 197 197 197 197 197 197 206 225 197 197 197 197 197 197 206 225 197 197 197 197 197 197 206 225 197 197 197 197 197 197 206 225 191 191 191 191 191 191 204 220 191 191 191 191 191 191 204 216 166 166 166 166 166 168 204 210 The far right column is high throttle angle The bottom row is high rpm Converted to PSI : 15.96 15.96 15.96 15.96 15.96 15.96 17.35 20.28 15.96 15.96 15.96 15.96 15.96 15.96 17.35 20.28 15.96 15.96 15.96 15.96 15.96 15.96 17.35 20.28 15.96 15.96 15.96 15.96 15.96 15.96 17.35 20.28 15.96 15.96 15.96 15.96 15.96 15.96 17.35 20.28 15.03 15.03 15.03 15.03 15.03 15.03 17.04 19.51 15.03 15.03 15.03 15.03 15.03 15.03 17.04 18.89 11.17 11.17 11.17 11.17 11.17 11.47 17.04 17.97
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#9
08-03-2017, 11:23 PM
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The conversion is :
Convert Hex to Dec x 8 = mmHg Convert mmHg to psi (http://www.convertunits.com/from/mm+Hg/to/psi) Subtract atmospheric pressure (14.5)
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#10
08-03-2017, 11:29 PM
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Using all of the above info it looks like your ECU is mapped to :
18.13 18.13 18.13 18.13 18.13 18.13 18.13 18.13 18.13 18.13 18.13 18.13 18.13 18.13 18.13 18.13 18.13 18.13 18.13 18.13 18.13 18.13 18.13 18.13 18.13 18.13 18.13 18.13 18.13 18.13 18.13 18.13 17.83 17.83 17.83 17.83 17.83 17.83 17.83 17.83 17.05 17.05 17.05 17.05 17.05 17.05 17.05 17.05 16.28 16.28 16.28 16.28 16.28 16.28 16.28 16.28 14.42 14.42 14.42 14.42 14.42 14.42 14.42 14.42 It's likely this something like a TD05 conversion map, on which you can't run as much boost as the smaller VF28 through fear of stripping the gearbox of teeth. If you don't have the matched boost control pipework (2-port, 3-port or restrictors) and an alternative turbo there's no real knowing how well the car will run on this ECU. Can you pull out the boost solenoid control map 1F05 - 1F44
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#11
09-03-2017, 12:04 AM
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yes the 2105061 was in the middle of the boost map.
reading from 1rc5-1f04 gives D3 D3 D3 D3 D3 D3 D3 D3 D3 D3 D3 D3 D3 D3 D3 D3 D3 D3 D3 D3 D3 D3 D3 D3 D3 D3 D3 D3 D3 D3 D3 D3 D1 D1 D1 D1 D1 D1 D1 D1 CC CC CC CC CC CC CC CC C7 C7 C7 C7 C7 C7 C7 C7 BB BB BB BB BB BB BB BB which converted gives 211 211 211 211 211 211 211 211 211 211 211 211 211 211 211 211 211 211 211 211 211 211 211 211 211 211 211 211 211 211 211 211 209 209 209 209 209 209 209 209 204 204 204 204 204 204 204 204 199 199 199 199 199 199 199 199 187 187 187 187 187 187 187 187 I was thinking this is absolute pressure figures in bar so 211 = 2.11bar -1 bar atmos pressure =1.11 bar =16.3 psi which matches the actual boost very well. ill look at the boost solenoid map tomorrow. thanks for your info, ill also read the whole lot tomorrow
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#12
09-03-2017, 12:17 AM
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ok I see how your working out the psi now,
I think ? the ecu reading is in absolute pressure in Kpa your x8 converts to mmhg then convert this to psi take off attmosperic which leaves boost I was mistakingly using 14.7psi as 1 bar not 14.5 I think the conversion from Kpa to mmhg is x7.5 not x8 I think an easier convertion is simply x the absolute figure in bar by 14.5 then take off atmos at 14.5 so 211 gives 2.11 bar x14.5 = 30.595 -14.5= 16.095psi  Last edited by Prussell; 09-03-2017 at 08:27 AM.
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#13
09-03-2017, 08:41 AM
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The conversion I'm using has been in circulation/use for 15+ years (not just by me). They are also the same on 1993-1996 ECU of which I have mapped around 400, and all variants UK, WRX, RA, STI. All figures quoted online for these ECU types are based on this conversion.
Your method gives low values. If you applied this to a stock ECU the values would be too low. I'll do the math later. What gear are you logging in, as it need to be a good 3rd/4th gear pull to get close to target boost. 2nd will under achieve.
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#14
09-03-2017, 02:30 PM
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Ok
I'm not really worried about the convertion to psi, the hex/decimal is what matters. In third under full load it holds about 16psi, then drops off slowly. The waste gate duty cycle does not change with the boost like the original ecu does. There is no sign of any knock, and fueling stays rich the whole way up, although with the standard narrow band sensor it's hard to tell how rich. I'll get a wide band on it soon. The boost response is different to the original ecu. It now requires more throttle to give boost, which makes it a bit smoother for normal driving. The Ae800 got boost up just touching the throttle The fuel consumption appears to be better in comuter mode! Overall I think this set up is spot on for a very standard car. I'll read the whole file tonight.........
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#15
09-03-2017, 02:52 PM
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It would be worth reading out the boost control WGDC and throttle angle axis.
It may be maxing out to try and achieve target boost and therefore applying no adaption, just hitting the limit. A TD04 will struggle to achieve more that 17psi even with 100% WGDC
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#17
09-03-2017, 07:10 PM
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Quote:
11.89 11.89 11.89 11.89 11.89 11.89 11.89 11.89 11.89 11.89 11.89 11.89 11.89 11.89 11.89 11.89 11.89 11.89 11.89 11.89 11.89 11.89 11.89 11.89 11.89 11.89 11.89 11.89 11.89 11.89 11.89 11.89 11.89 11.89 11.89 11.89 11.89 11.89 11.89 11.89 11.02 11.02 11.02 11.02 11.02 11.02 11.02 11.02 10.15 10.15 10.15 10.15 10.15 10.15 10.15 10.15 8.27 8.27 8.27 8.27 8.27 8.27 8.27 8.27 A standard car running an Ae8xx series ECU normally reaches around 0.9-1 bar (14.5psi) on a gauge (they normally overread a touch). When using the usual conversion comes out to : 13.64 13.64 13.64 13.64 13.64 13.64 13.64 13.64 13.64 13.64 13.64 13.64 13.64 13.64 13.64 13.64 13.64 13.64 13.64 13.64 13.64 13.64 13.64 13.64 13.64 13.64 13.64 13.64 13.64 13.64 13.64 13.64 13.64 13.64 13.64 13.64 13.64 13.64 13.64 13.64 12.71 12.71 12.71 12.71 12.71 12.71 12.71 12.71 11.78 11.78 11.78 11.78 11.78 11.78 11.78 11.78 9.77 9.77 9.77 9.77 9.77 9.77 9.77 9.77
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#18
09-03-2017, 07:18 PM
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Max WGDC Map is : 1F05 - 1F44 (Conversion 'x'(dec)/255*100)
Boost Duty/Pressure Throttle % : 1DE2 - 1DE9 (Conversion 'x'(dec)/255*100) Boost Duty Rpm : 1DFB - 1E02 (Conversion 'x'(dec)x50)
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#19
09-03-2017, 07:32 PM
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Yes I agree that looks a bit low.
With the original Ae800 the boost was being controlled by the waste gate peaking at about 14psi and dropping to 10psi as per your map. Cheers for the address of data. I'll get reading. On the way home tonight I was in playing with the throttle, there is quite an abrupt increase in boost at about half throttle.
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#20
09-03-2017, 07:41 PM
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If the ECU is not matched to the turbo or the boost solenoid type there's no telling quite how it will peform.
What we do know from your ECU Boost profile extraction is that it's not any of the stock images or the 'off-shelf' TEK/Prodrive maps. Therefore wherever it came from it was bespoke mapped. There is/should be a small brass restrictor in your boost control pipe that can also have a massive effect on the boost control/achieved targets. This is a 1.2mm drilled brass restrictor, whereas the VF28 runs a 0.9mm restrictor. A 2001-2002 WRX won't hit much above 1bar on the stock 1.2mm restrictor, regardless of what you tell the ECU to do. You have to drop to a 1mm restrictor to get it to hit 1.2bar or shorten the wastegate actuator a few turns. With a bit of a fiddle of your restrictor size and/or actuator length you could get the car to achieve the ECU target, but the TD04 will just be running inefficient and blowing hot air at anything above 1bar at the redline. Hot air = det !!!!!
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#21
09-03-2017, 09:03 PM
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yes I suspect its about the limit of the td04 now, peak boost is between 4000-5000 at 17psi dropping to 13psi at max rpm.
Its performing very well! Ill try to read the whole file- I'm going outside, I may be some time!
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#24
10-03-2017, 08:34 PM
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Hi again
Despite it performing very well on this software I have decided to put the standard software back in. Allthough the boost response was very smooth, I prefer the faster build up of the standard software, all be it with a little less overall boost. Also I was concerned about the engine safety when running unknown software, which could have many maps unsuitable for a standard setup. Thanks very much Scott.t for the info on map locations, I have learnt a little bit about these ecus. I would still be interested in your views on the maps you do see, I'm guessing this was a custom program for a modified car and therefore without the same modifications safe running is not possible. Peter
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#25
15-10-2018, 11:00 PM
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Prodrive ECU AE801
Hi!
I am very interested in the readings through ECUexplorer that they have made, I wanted if you can detail a bit more about the areas to read to determine differences. I have the original of my subaru MY99 (AE800) and the prodrive (AE801) according to ECUexplorer. Reading what they share, I was able to determine to read the map of the BOOST medium which showed the following results. data lines between 2105061-2105076 AE800 201EE5 B6 B6 B6 B6 B6 B6 B6 B6 B0 B0 B0 B0 B0 B0 B0 B0 AE801 (PRODRIVE PINK STI LABEL) 1001056110 A18-DIX 201EE5 BA BA BA BA BA BA BA BA B3 B3 B3 B3 B3 B3 B3 B3 Can you read what I read in psi values of boost or any data that can help me better understand what I see here?
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#26
15-10-2018, 11:08 PM
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Quote:
mgcv82@msn.com Thank you so much. I see that you understand a lot about the subject. and it makes me happy to begin to understand a little more about this.
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#27
17-10-2018, 02:41 AM
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Hello Prusell, for the data that shares and i am just making ecu querys at these moments i see a very high boost level to be a standard ecu, i believe that should be remapeed or has the pill restrictor changed at any time?
Last edited by viper1982; 17-10-2018 at 02:44 AM.
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#28
01-04-2020, 06:54 PM
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Hello Scott, can you tell me what is the strategy of the ecu of the my99 in the detection of knocking, (In prodrive AE801) apart from lowering the bost level, does this take any other collection such as the delay of the ignition? I am asking you to find out if by overriding the original solenoid and using an MBC to hold the 15.65 psi out of the normal range set by the ECU can I be sure that the ignition advance will fall behind in a knock situation? Thank you
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#29
01-04-2020, 08:22 PM
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Quote:
When the ECU is reset the Ignition Advance Multiplier also resets to what is considered by the original developers to be a safe starting point. This has a maximum value which most tools read out as 16 (although some convert this to a value of 1). The starting point for the ignition advance multipler after reset is 12 (or if converted 0.75). What this means is the Ignition Advance map is multiplied by 0.75 after a reset upto a maximum multiplication factot of 1 for a car running no detonation/knocking. Therefore if for instance you have a base ignition of 15 degrees at peak load and 5200rpm, plus an advance of map of 6 degrees you will have a total advance of 21 degrees at that given point. But only if the Ignition Advance Multipler is set to max. After a reset the same scenario will run 15 degrees plus 4.5, so 19.5 degrees in total. This will slowly increase to 21 after a few mid throttle and full throttle runs if no knocking is detected. If knock is detected the ignition advance multiplier gets reduced which in turn reduces the overall ignition timing. When sufficient knock is detected to reduce the ignition advance multiplier to 8 (or 0.5 of the total available) bost is restricted by the ECU stopping the operation of the boost control solenoid. The will restrict boost to approx half (on a standard tune) to 0.6 bar. A good check if you are running alternative boost control is to check the ignition advance multiplier. If it's running 16 (which is how ECUExplorer reports it) then all is good and no knock has been detected. However I caveat that by saying this mat not totally rule out knock. The ECU only listens for knock between certain rpm ranges, for example 3000rpm - 5600rpm, therefore if you run a flat boost curve instead of the OEM tapering curve and its causing detonation at high rpm the ECU will not detect or adjust for it. If your sensible with boost at high rpm, it should be pretty safe. In all the live tuning I have done I have never head significant knock right at the top. The hotspot is 4800-5200rpm which is where most timing has to be pulled, this is well within most Subaru ECU listening zones although not on the 2008 STi hatch which may aswell be deaf.
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#30
02-04-2020, 06:36 PM
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Thanks for the good explanation, it is interesting and at the same time somewhat confusing how it works but with time I hope to understand it better and seeing it in logs that can be seen in real time in the vehicle.
I'm going to show you a log I made the other day with my vehicle. Which to generate an 18 psi boost use a spring and ball type interrupt MBC. It was a short time test but I wanted to try to understand if effectively increasing to 18 PSI I could do some Knocking reading. I understand that I did it because where I mark with yellow I observe that the ignition is delayed 3 degrees. The part that I don't see changing is what I mark in red. This is always the case and does not undergo changes. I think they are the learning tables. I am reading a lot and trying to understand all this a little more, have patience if I ask a lot.  * The Advance Multiplier = 0 (It is always at zero, it is never modified, this is fine or what it means) At the moment I am testing different software that has allowed me to connect to the ECU through ODB. I am trying to take the readings with ECUExplorer, FreeSSM, Eco Scan & ECU Edit. All in the form of reading since it does not allow modifications logically, anyway I do not intend to modify but to make useful readings when making boost changes or any possible improvement to the engine. To be monitoring and making safe improvements where possible. The image I shared was taken with ECUEdit, in Logger mode Thank you! Last edited by viper1982; 02-04-2020 at 06:57 PM. Reason: Add other Pic.
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#31
02-04-2020, 08:06 PM
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18.4psi (1.25 bar) is quite high to run without making some timing adjustments and rescaling of the load scale.
The calculated load running that level of boost is likely to hit the last column of the fuel and ignition maps therefore hitting the buffers of dynamic adjustment. A TEK2 or Prodrive tune doesn't run that high and they have map alterations. I'll dig out my laptop and screenshot the fuel and ignition tables so you can see how and Ae801 runs compared to these. The ignition correction values in your logs look like the tool is reading the wrong location and it's just converting a static value in memory. Also the ignition advance multiplier should not be zero. I know from using ECU explorer the default setting does not read the right value, but it gives you the option to pick from quite a large list of alternative memory locations. Easiest way to find it is to ECU reset then hunt the variables for the number 12.
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#32
02-04-2020, 08:19 PM
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Quote:
Regarding 18.4 PSI, it was indeed too far, it is not the boost that I try to achieve or sustain, it was as a test. Maybe something risky. My target is to use 16 to 17 PSI maximum. Since I understand that per board the ecu prodrive achieves pulses of 15.65 PSI over the entire range of the Duty cycle board, I estimate that you should not be negatively altered by forcing the use of 16 psi using an MBC or that is what I estimate, does not mean that this is so. I may be wrong. I look forward to any news you can bring me, and I thank you very much for always your clear and precise answers. Last edited by viper1982; 10-04-2020 at 04:32 AM.
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#33
02-04-2020, 09:08 PM
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Re reading this whole post. I found something you shared a while ago about this that I am trying to do. hjeje it is very clear what you say.
Scott: "The Prodrive ECU ran around 1.1 bar, but more aggressive timing/fuelling. So it was not wise to increase boost beyond that via mechanical means. The Prodrive ECU are generally marked as such unless the internal boards have been swapped around"
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#34
03-04-2020, 03:58 AM
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ok, who is interested here I share another Log I made with the subaru, but this time connect the original boost system and just change the restrictor pill to 125. Replacing the original 120. That is why it achieves a maximum of 15.09 PSI less than the PPP ecu AE801 (15.65 PSI) should develop. I wanted to monitor the final progress and I see that it is the same as in the 18 PSI test, where the same development a final advance of 42 ° (BTDC ). I always use 98 OCT RON fuel.
This time use the ECU edit software. Logger mode
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#36
03-04-2020, 08:17 AM
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hahaha good point, and it is totally true since due to quarantine I am returning to this topic which I had abandoned because I had burned my brains, now I grabbed with desire and time and I am dedicating to it. It is very interesting once one more or less understands.
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#37
03-04-2020, 09:55 AM
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42 Deg would be light cruise and off throttle maximum advance. It's the lower number at peak torque and around 4800rpm that are of more interest. This will dip down to something like 21 Degrees and then slowly rise as you approach rev limit.
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#38
03-04-2020, 02:55 PM
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Exactly as Scott says, at the point of greatest torque around 4,800 RPM the advance is at 24 Degrees. Here I explored the log and made a clipping.
Contrasting the information is with what prodrive declares in its PPP catalog for the MY99 very close the comparisons. I share the link of the prodrive .PDF where I extracted the Power and Torque curve: https://impreza.co/wp-content/upload...P-Brochure.pdf Last edited by viper1982; 03-04-2020 at 03:02 PM.
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#39
03-04-2020, 03:44 PM
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Ae801 Timing & Fuel Maps, Target Boost
The yellow highlight is a typical track of the cells hits across the map for a 3rd gear pull from low rpm to redline Ae801 Base Timing:  Ae801 Base Timing + Hi Octane Ignition Advance :  Ae801 Fuel  Ae801 Boost Target 
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#40
03-04-2020, 03:50 PM
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Ae801 Prodrive Tune, Timing & Fuel Maps, Target Boost
Note the LOAD Scale is different between Ae801 and Ae801 Prodrive, therefore it is not a Cell Vs Cell comparison between the two. Ae801 Prodrive Base Timing:  Ae801 Prodrive Base Timing + Hi Octane Ignition Advance :  Ae801 Prodrive Fuel  Ae801 Prodrive Boost Target: 
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#41
03-04-2020, 03:53 PM
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Picking up on what I said in a reply above, that if you run too much boost on a stock ECU that you may hit the buffer on the Load Scale. The above 2 posts give an indication of that.
For Example, if you run high boost on the Ae801 Map you have 'upto' 42 on the load scale. If the Ae801 Prodrive tune naturally runs 42 on the load scale, it still has headroom upto 46. However, if you run Prodrive levels of Boost on the Ae801 ECU you may run a Load of 42, or more, which pushes you off the top of the map. The car will still run but it will only run whats set by Load scale column 42,there is no headroom.
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#42
03-04-2020, 03:55 PM
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Finally thanks to some command lines that I read last night in a Romraider forum, which if you add to the logger.xml (of the ROMRAIDER) this is capable of connecting to the subaru ECU MY99 & MY00. It has been a while since I tried to do it with Romraider already which seems to be one of the few that admits to reading the IAM. Finally it was possible.
After reading the IAM to my vehicle, this frame was worth 16 (The ECU was in normal operation weeks ago, therefore I assume that I had "learned" everything necessary) Then I did an ECU RESET to see the behavior of the IAM and it automatically drops to 8. I assume from what you read out there that this value as the ECU "learns" will go up again if the forward and detonation conditions are okay, correct? is that true right? Ideally I understand that it is 16. Condition which is all good and the ecu uses the maximum multiplier. Scott you who have it very studied you can correct me if this is so effectively. If anyone is interested in the .XML file edited for the Romraider Logger so that I can see the AE800 / 801/802 ECUs, let me know and see if I send it by email, since here I don't know if it allows me to upload the file. I will try anyway. Last edited by viper1982; 03-04-2020 at 05:20 PM.
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#43
03-04-2020, 03:57 PM
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SCOTT: Excellent work!!!! :cup:
HOW DID YOU GET THE VALUES OF AFR TABLE? What are the directions for Ecuquery en Ecuexplorer, can you facilitate me? Thank you, and again very good work that has done with lectures from different ECUs!
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#44
03-04-2020, 04:13 PM
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Quote:
My quoted IAM reset numbers are based on MY2000> which had a much larger following with RomRaider and OpenSource tuning capabilities etc. I always re-coded this to rest at 16 when tuning, so I knew it was always running maximum advance. I would then set the reset value back to 12 on the final flash of the image. XML has moved on with Romraider, so I would be interested in any logging XML or Image decoding XML that now exists for these ECU. I don't have an ECU to try it on, but I'm always curious. If Romraider now can log and ghost the image onto the MY99/00 maps, then the MY99/00 ECU should be live programmable once re-configured by a guy in France (can't remember the name). This would be a good option because it retains all the safety features of the standard ECU (i.e Knock control). I did look at this some time ago, but due to no logging/ghosting ability it meant that you were still stabbing round in the dark a bit with map changes (the same as we had to tolerate from MY93-96 ECU).
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#45
03-04-2020, 04:18 PM
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Quote:
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#46
03-04-2020, 04:40 PM
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Quote:
* This is the link from where you can find the .XML modification for you to take a look. http://www.romraider.com/forum/viewt...=7497&start=15 Proving enough times to edit the .xml and give an error, finally the command lines that I used were next: <ecu id="1644500305"> <address>0x802244</address> </ecu> <ecu id="1644500405"> <address>0x80224A</address> </ecu> <ecu id="1644500505"> <address>0x80224A</address> </ecu> These values are for the AE800 (1644500305), AE801 (1644500405), & AE802 (1644500505) ECU's Last edited by viper1982; 03-04-2020 at 04:50 PM.
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#47
03-04-2020, 04:51 PM
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Quote:
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#48
03-04-2020, 06:59 PM
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This should keep you busy.
This is created by searching raw ECU dumps for known map data, then recording address locations : Boost Limit (Hex) 0xC74 : 0xC83 Fueling MAP (Hex) 0x138F : 0x148E Main Ignition MAP (Hex) Map A 0x31C : 0x41B Map B 0x61C : 0x71B Hi Oct Ignition Comp MAP (Hex) 0x41C : 0x51B Lo Oct Ignition MAP (Hex) 0x71C : 0x81B Lo Oct Ignition Comp MAP (Hex) 0x51C : 0x61B Rpm Scale (16x16 Grid) 0x137F : 0x138E Load Scale (16x16 Grid) 0x136F : 0x137E Boost Target 0x1EC5 : 0x1F04 Rpm Scale (Boost) 0x1DF3 : 0x1DFA Thottle % Scale (Boost/Duty) 0x1DE2 : 0x1DE9 Boost Solenoid Max Duty 0x1F04 : 0x1F44 Rpm Scale (Duty) 0x1DFB : 0x1E02
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