Bentley Continental Master and Slave ECU
#1
11-08-2016 | 12:30 PM
Thread Starter
|
Registered User
Joined: Nov 2014
Posts: 192
From: Belford, NJ
Rep Power: 40
Bentley Continental Master and Slave ECU
Been Looking at the mappings on my 2005 Continental GT.
However, I am finding the ECUs, both the Master and Slave seem identical.
When I change something on the Master, the car does indeed respond properly to code changes without any problems. I am using the proper BOSCH ME7.1.1 A2L file finding maps.
Question, then is what does the Slave ECU actually do? are they just split up doing functions?
However, I am finding the ECUs, both the Master and Slave seem identical.
When I change something on the Master, the car does indeed respond properly to code changes without any problems. I am using the proper BOSCH ME7.1.1 A2L file finding maps.
Question, then is what does the Slave ECU actually do? are they just split up doing functions?
#3
11-08-2016 | 01:55 PM
Thread Starter
|
Registered User
Joined: Nov 2014
Posts: 192
From: Belford, NJ
Rep Power: 40
Guess I found the answer myself. The ECUs are running the same hardware and software. (see below)
Enginemanagement (W12 twin turbo) - Introduction
For W12 twin turbo engines the EMS ME7 ECM hardware is basically the same as that used for the Arnage T. The differences being in two areas, the CAN termination resistor value is now approximately 120 Ohms. and the processor speed has moved from 32MHz to 40MHz clock speed, It should be noted however that these changes will not be seen or noticed by the operator.
The W12 cylinder twin turbo charged engine is configured and controlled by a two EMS ECM master/slave concept. In this format each EMS ECM controls 6 cylinders and as such the engine operates as two V6's in a common engine block and crankshaft, with the bank one ECM operating as a master control unit and bank two as the slave unit.
ME7 is a torque based engine control system that receives a request for engine load change from the throttle pedal and converts that into a request for engine torque change.
[IMG]file:///C:/Users/Johan/AppData/Local/Temp/msohtmlclip1/01/clip_image001.gif[/IMG]
The master/slave concept means that the master unit has more control functions within it than the slave unit however, the two units communicate via a specific CAN link that connects between them. The hardware and software will be the same for each unit with the determination of type being made in software via the coding of Pin 49 - 12V master or 0 V slave.
The master ECM controls bank one, right hand when viewed from the rear of the engine. Bank two is controlled by the slave ECM - PIN 49 set the coding.
Cruise control is part of ME7, switch interaction to ME7 via CAN.
Drive by wire throttle, single pedal connected to the master ECM only. Electronic traction control interaction via CAN to the EMS from ABS/ESP. VW CAN based Immobiliser located in the "Kessy" system.
Twin air meter based system, one sensor per engine bank as the induction systems for each side or bank are separate. Crankshaft speed sensor failure limp home mode, the sensor is connected to both ECM's.
Two variable speed cooling fans controlled via ME7. Two electric water pumps controlled via ME7.
Comfort start, controlled via the "Kessy" and ME7.
Twin turbo charger and dump valve control & diagnostics. Cruise control via ME7, switch I/P's via CAN.
Twin fuel pump control
A similar strategy as that used for Arnage T but with no fuel pressure sensor. The pumps are independently operable from the master ECM - pump one operates as the main pump and pump two comes in with engine load increase.
Thermostat monitoring using twin coolant sensors, one mounted on the left hand side coolant pipe at the front of the engine and one mounted at the back of the engine.
Fan control, two variable speed fans both independently controlled by the master EMS via a pulse width modulation (PWM) control signal at 10Hz with a 0 to 12V control signal.
Torque control interaction with the transmission. ATR sensors for the limitation of exhaust gas temperatures to protect the turbo charger from damage.
Two purge valves one valve for each bank.
Twelve injectors and coils, coils active type with an integrated driver stage. Two boost pressure sensors, one for each bank, pre throttle valve.
Four knock sensors two used per bank.
4 lambda sensors - two per bank the front two are LSU and can operate in the high load regions the rear or monitor sensors are LSF two point sensors.
Two secondary air systems, one pump & air valve for each bank.
Two Brake switch I/P's - these are part of ETC monitoring if failure occurs then the throttle is unlikely to work as its in some form of Limp Home mode.
There are 4 camshafts two per bank each camshaft has its own speed sensor. Auxiliary after run cooling pump is controlled via ME7 along with after run fans.
It is possible for the ME7 will remain active for up to one hour after a run cycle depending on conditions. Two point variable switching engine mounts controlled via the master control module.
Variable valve timing is utilised, this is controlled by the EMS for each bank., the EMS uses a PWM signal to control the oil pressure onto the control valves that alter the relationship between the exhaust and inlet camshafts.
Vacuum system operation, a pump and sensor is fitted to the vehicle. This is sensed and controlled via the master EMS unit Kick down switch is used to give a full throttle position signal to the EMS.
[IMG]file:///C:/Users/Johan/AppData/Local/Temp/msohtmlclip1/01/clip_image002.gif[/IMG]Turbocharger Bi-Pass. This is a new feature that closes off the exhaust gas flow path through the turbo charger when the engine/catalysts
are cold. By doing this the catalysts can be induced to reach operating temperature earlier and thus emissions figures are improved. A control valve is fitted to each bank or turbo charger and is controlled via its respective EMS. Two sensors are fitted to the waste gate to monitor this feature. Dual mode exhaust (vacuum operated exhaust flap) is to provide a reduced exhaust noise option for the vehicle.
A Thermostat heater is also used, this is activated from the master control unit and is used to open the thermostat further during high ambient and high engine loads.
There are two dump control solenoids & two mechanical valves - A vacuum is switched by the solenoid onto the mechanical valves to dump boost pressure post turbocharger to the air path system between the air meter and the turbocharger. The solenoids are either active or passive there is no PWM control for this system. In the passive state intake or boost pressure is applied to the mechanical valves via the solenoids to keep them closed.
There are two boost solenoids one for the control each waste gate actuator. These are pulsed signal control solenoids. The solenoids switch between boost pressure and intake air pre-turbo charger and apply this to the waste gate actuators to control the boost pressure. The Turbo Bi-Pass system switches a vacuum onto the waste gate to pull open the valve and reduce or stop exhaust gas flow through the turbo charger.
The Throttle although it is electronic should do its own self calibration at the 1st IGN ON. For this to occur the following conditions should be true. No engine or vehicle speed. Intake temperature >5.3 Deg C coolant temp >5.3 <105 Deg C. battery voltage >10V and throttle pedal angle <1 Degree. Then the Ignition should be ON for 15 seconds and then off for 5 seconds. Any fail condition is reported as a diagnostic fault code.
Warning lamps may or may not occur depending on the fault & setting conditions.
The VAS tool will be used to provide both production and dealer diagnostic support. The same fault code development system will be used for W12 twin turbo engines as adopted for Arnage T, by way of the P code table.
The group standard P code table list for Bosch ECM's version 60 is to be used for faults occurring.
Enginemanagement (W12 twin turbo) - Introduction
For W12 twin turbo engines the EMS ME7 ECM hardware is basically the same as that used for the Arnage T. The differences being in two areas, the CAN termination resistor value is now approximately 120 Ohms. and the processor speed has moved from 32MHz to 40MHz clock speed, It should be noted however that these changes will not be seen or noticed by the operator.
The W12 cylinder twin turbo charged engine is configured and controlled by a two EMS ECM master/slave concept. In this format each EMS ECM controls 6 cylinders and as such the engine operates as two V6's in a common engine block and crankshaft, with the bank one ECM operating as a master control unit and bank two as the slave unit.
ME7 is a torque based engine control system that receives a request for engine load change from the throttle pedal and converts that into a request for engine torque change.
[IMG]file:///C:/Users/Johan/AppData/Local/Temp/msohtmlclip1/01/clip_image001.gif[/IMG]
The master/slave concept means that the master unit has more control functions within it than the slave unit however, the two units communicate via a specific CAN link that connects between them. The hardware and software will be the same for each unit with the determination of type being made in software via the coding of Pin 49 - 12V master or 0 V slave.
The master ECM controls bank one, right hand when viewed from the rear of the engine. Bank two is controlled by the slave ECM - PIN 49 set the coding.
Cruise control is part of ME7, switch interaction to ME7 via CAN.
Drive by wire throttle, single pedal connected to the master ECM only. Electronic traction control interaction via CAN to the EMS from ABS/ESP. VW CAN based Immobiliser located in the "Kessy" system.
Twin air meter based system, one sensor per engine bank as the induction systems for each side or bank are separate. Crankshaft speed sensor failure limp home mode, the sensor is connected to both ECM's.
Two variable speed cooling fans controlled via ME7. Two electric water pumps controlled via ME7.
Comfort start, controlled via the "Kessy" and ME7.
Twin turbo charger and dump valve control & diagnostics. Cruise control via ME7, switch I/P's via CAN.
Twin fuel pump control
A similar strategy as that used for Arnage T but with no fuel pressure sensor. The pumps are independently operable from the master ECM - pump one operates as the main pump and pump two comes in with engine load increase.
Thermostat monitoring using twin coolant sensors, one mounted on the left hand side coolant pipe at the front of the engine and one mounted at the back of the engine.
Fan control, two variable speed fans both independently controlled by the master EMS via a pulse width modulation (PWM) control signal at 10Hz with a 0 to 12V control signal.
Torque control interaction with the transmission. ATR sensors for the limitation of exhaust gas temperatures to protect the turbo charger from damage.
Two purge valves one valve for each bank.
Twelve injectors and coils, coils active type with an integrated driver stage. Two boost pressure sensors, one for each bank, pre throttle valve.
Four knock sensors two used per bank.
4 lambda sensors - two per bank the front two are LSU and can operate in the high load regions the rear or monitor sensors are LSF two point sensors.
Two secondary air systems, one pump & air valve for each bank.
Two Brake switch I/P's - these are part of ETC monitoring if failure occurs then the throttle is unlikely to work as its in some form of Limp Home mode.
There are 4 camshafts two per bank each camshaft has its own speed sensor. Auxiliary after run cooling pump is controlled via ME7 along with after run fans.
It is possible for the ME7 will remain active for up to one hour after a run cycle depending on conditions. Two point variable switching engine mounts controlled via the master control module.
Variable valve timing is utilised, this is controlled by the EMS for each bank., the EMS uses a PWM signal to control the oil pressure onto the control valves that alter the relationship between the exhaust and inlet camshafts.
Vacuum system operation, a pump and sensor is fitted to the vehicle. This is sensed and controlled via the master EMS unit Kick down switch is used to give a full throttle position signal to the EMS.
[IMG]file:///C:/Users/Johan/AppData/Local/Temp/msohtmlclip1/01/clip_image002.gif[/IMG]Turbocharger Bi-Pass. This is a new feature that closes off the exhaust gas flow path through the turbo charger when the engine/catalysts
are cold. By doing this the catalysts can be induced to reach operating temperature earlier and thus emissions figures are improved. A control valve is fitted to each bank or turbo charger and is controlled via its respective EMS. Two sensors are fitted to the waste gate to monitor this feature. Dual mode exhaust (vacuum operated exhaust flap) is to provide a reduced exhaust noise option for the vehicle.
A Thermostat heater is also used, this is activated from the master control unit and is used to open the thermostat further during high ambient and high engine loads.
There are two dump control solenoids & two mechanical valves - A vacuum is switched by the solenoid onto the mechanical valves to dump boost pressure post turbocharger to the air path system between the air meter and the turbocharger. The solenoids are either active or passive there is no PWM control for this system. In the passive state intake or boost pressure is applied to the mechanical valves via the solenoids to keep them closed.
There are two boost solenoids one for the control each waste gate actuator. These are pulsed signal control solenoids. The solenoids switch between boost pressure and intake air pre-turbo charger and apply this to the waste gate actuators to control the boost pressure. The Turbo Bi-Pass system switches a vacuum onto the waste gate to pull open the valve and reduce or stop exhaust gas flow through the turbo charger.
The Throttle although it is electronic should do its own self calibration at the 1st IGN ON. For this to occur the following conditions should be true. No engine or vehicle speed. Intake temperature >5.3 Deg C coolant temp >5.3 <105 Deg C. battery voltage >10V and throttle pedal angle <1 Degree. Then the Ignition should be ON for 15 seconds and then off for 5 seconds. Any fail condition is reported as a diagnostic fault code.
Warning lamps may or may not occur depending on the fault & setting conditions.
The VAS tool will be used to provide both production and dealer diagnostic support. The same fault code development system will be used for W12 twin turbo engines as adopted for Arnage T, by way of the P code table.
The group standard P code table list for Bosch ECM's version 60 is to be used for faults occurring.
Last edited by Zaos; 11-08-2016 at 01:58 PM.
#4
11-08-2016 | 05:31 PM
Registered User
Joined: Oct 2016
Posts: 13
From: Chesire
Rep Power: 0
I don't know the source your quoting from but in essence the whole point of using a pair of ecu's to drive an engine is simply to benefit from lower costs. Normally very little else drives the decision.
Since there are many Bosch Engine Managed 4 and 6 cylinder cars you can make use of those cheaper ECU's that drives smaller engined cars (and thus has high volumes) then simply re-use the same ecu but fitted in a pair to drive both a left and right hand bank...Thus saving having to make (lower volume) 8 and 12 cylinder dedicated ecu's...
Bosch (the developer of our these ECU's) devised this method and used the same mechanism on other marques too, the Ferrari 360 for instance has both a left and right hand bank, each driving 4 cylinders (since that car used a pair of 4 cylinder ME7.5H4 ecu's from a 4 cylinder 2.0 Alfa Romeo!).
The same software is flashed into both ecu's but one becomes slave, the other master and then an engine CAN bus is used to exchange shared information across the pair. Typically only one of the ECU's is security paired to the Immobilizer...
Since there are many Bosch Engine Managed 4 and 6 cylinder cars you can make use of those cheaper ECU's that drives smaller engined cars (and thus has high volumes) then simply re-use the same ecu but fitted in a pair to drive both a left and right hand bank...Thus saving having to make (lower volume) 8 and 12 cylinder dedicated ecu's...
Bosch (the developer of our these ECU's) devised this method and used the same mechanism on other marques too, the Ferrari 360 for instance has both a left and right hand bank, each driving 4 cylinders (since that car used a pair of 4 cylinder ME7.5H4 ecu's from a 4 cylinder 2.0 Alfa Romeo!).
The same software is flashed into both ecu's but one becomes slave, the other master and then an engine CAN bus is used to exchange shared information across the pair. Typically only one of the ECU's is security paired to the Immobilizer...
#6
08-16-2019 | 07:03 AM
Registered User
Joined: Aug 2019
Posts: 11
From: louisiana
Rep Power: 0
Been Looking at the mappings on my 2005 Continental GT.
However, I am finding the ECUs, both the Master and Slave seem identical.
When I change something on the Master, the car does indeed respond properly to code changes without any problems. I am using the proper BOSCH ME7.1.1 A2L file finding maps.
Question, then is what does the Slave ECU actually do? are they just split up doing functions?
However, I am finding the ECUs, both the Master and Slave seem identical.
When I change something on the Master, the car does indeed respond properly to code changes without any problems. I am using the proper BOSCH ME7.1.1 A2L file finding maps.
Question, then is what does the Slave ECU actually do? are they just split up doing functions?
Where did you find the A2L file? I need a copy for the ecm's I am currently working on (A8L W12). They should be somewhat similar.
Thanks.
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#8
08-16-2019 | 08:17 AM
Registered User
Joined: Mar 2018
Posts: 1,060
From: Florida
Rep Power: 64
Guess I found the answer myself. The ECUs are running the same hardware and software. (see below)
Enginemanagement (W12 twin turbo) - Introduction
For W12 twin turbo engines the EMS ME7 ECM hardware is basically the same as that used for the Arnage T. The differences being in two areas, the CAN termination resistor value is now approximately 120 Ohms. and the processor speed has moved from 32MHz to 40MHz clock speed, It should be noted however that these changes will not be seen or noticed by the operator.
The W12 cylinder twin turbo charged engine is configured and controlled by a two EMS ECM master/slave concept. In this format each EMS ECM controls 6 cylinders and as such the engine operates as two V6's in a common engine block and crankshaft, with the bank one ECM operating as a master control unit and bank two as the slave unit.
ME7 is a torque based engine control system that receives a request for engine load change from the throttle pedal and converts that into a request for engine torque change.
[img]file:///C:/Users/Johan/AppData/Local/Temp/msohtmlclip1/01/clip_image001.gif[/img]
The master/slave concept means that the master unit has more control functions within it than the slave unit however, the two units communicate via a specific CAN link that connects between them. The hardware and software will be the same for each unit with the determination of type being made in software via the coding of Pin 49 - 12V master or 0 V slave.
The master ECM controls bank one, right hand when viewed from the rear of the engine. Bank two is controlled by the slave ECM - PIN 49 set the coding.
Cruise control is part of ME7, switch interaction to ME7 via CAN.
Drive by wire throttle, single pedal connected to the master ECM only. Electronic traction control interaction via CAN to the EMS from ABS/ESP. VW CAN based Immobiliser located in the "Kessy" system.
Twin air meter based system, one sensor per engine bank as the induction systems for each side or bank are separate. Crankshaft speed sensor failure limp home mode, the sensor is connected to both ECM's.
Two variable speed cooling fans controlled via ME7. Two electric water pumps controlled via ME7.
Comfort start, controlled via the "Kessy" and ME7.
Twin turbo charger and dump valve control & diagnostics. Cruise control via ME7, switch I/P's via CAN.
Twin fuel pump control
A similar strategy as that used for Arnage T but with no fuel pressure sensor. The pumps are independently operable from the master ECM - pump one operates as the main pump and pump two comes in with engine load increase.
Thermostat monitoring using twin coolant sensors, one mounted on the left hand side coolant pipe at the front of the engine and one mounted at the back of the engine.
Fan control, two variable speed fans both independently controlled by the master EMS via a pulse width modulation (PWM) control signal at 10Hz with a 0 to 12V control signal.
Torque control interaction with the transmission. ATR sensors for the limitation of exhaust gas temperatures to protect the turbo charger from damage.
Two purge valves one valve for each bank.
Twelve injectors and coils, coils active type with an integrated driver stage. Two boost pressure sensors, one for each bank, pre throttle valve.
Four knock sensors two used per bank.
4 lambda sensors - two per bank the front two are LSU and can operate in the high load regions the rear or monitor sensors are LSF two point sensors.
Two secondary air systems, one pump & air valve for each bank.
Two Brake switch I/P's - these are part of ETC monitoring if failure occurs then the throttle is unlikely to work as its in some form of Limp Home mode.
There are 4 camshafts two per bank each camshaft has its own speed sensor. Auxiliary after run cooling pump is controlled via ME7 along with after run fans.
It is possible for the ME7 will remain active for up to one hour after a run cycle depending on conditions. Two point variable switching engine mounts controlled via the master control module.
Variable valve timing is utilised, this is controlled by the EMS for each bank., the EMS uses a PWM signal to control the oil pressure onto the control valves that alter the relationship between the exhaust and inlet camshafts.
Vacuum system operation, a pump and sensor is fitted to the vehicle. This is sensed and controlled via the master EMS unit Kick down switch is used to give a full throttle position signal to the EMS.
[img]file:///C:/Users/Johan/AppData/Local/Temp/msohtmlclip1/01/clip_image002.gif[/img]Turbocharger Bi-Pass. This is a new feature that closes off the exhaust gas flow path through the turbo charger when the engine/catalysts
are cold. By doing this the catalysts can be induced to reach operating temperature earlier and thus emissions figures are improved. A control valve is fitted to each bank or turbo charger and is controlled via its respective EMS. Two sensors are fitted to the waste gate to monitor this feature. Dual mode exhaust (vacuum operated exhaust flap) is to provide a reduced exhaust noise option for the vehicle.
A Thermostat heater is also used, this is activated from the master control unit and is used to open the thermostat further during high ambient and high engine loads.
There are two dump control solenoids & two mechanical valves - A vacuum is switched by the solenoid onto the mechanical valves to dump boost pressure post turbocharger to the air path system between the air meter and the turbocharger. The solenoids are either active or passive there is no PWM control for this system. In the passive state intake or boost pressure is applied to the mechanical valves via the solenoids to keep them closed.
There are two boost solenoids one for the control each waste gate actuator. These are pulsed signal control solenoids. The solenoids switch between boost pressure and intake air pre-turbo charger and apply this to the waste gate actuators to control the boost pressure. The Turbo Bi-Pass system switches a vacuum onto the waste gate to pull open the valve and reduce or stop exhaust gas flow through the turbo charger.
The Throttle although it is electronic should do its own self calibration at the 1st IGN ON. For this to occur the following conditions should be true. No engine or vehicle speed. Intake temperature >5.3 Deg C coolant temp >5.3 <105 Deg C. battery voltage >10V and throttle pedal angle <1 Degree. Then the Ignition should be ON for 15 seconds and then off for 5 seconds. Any fail condition is reported as a diagnostic fault code.
Warning lamps may or may not occur depending on the fault & setting conditions.
The VAS tool will be used to provide both production and dealer diagnostic support. The same fault code development system will be used for W12 twin turbo engines as adopted for Arnage T, by way of the P code table.
The group standard P code table list for Bosch ECM's version 60 is to be used for faults occurring.
Enginemanagement (W12 twin turbo) - Introduction
For W12 twin turbo engines the EMS ME7 ECM hardware is basically the same as that used for the Arnage T. The differences being in two areas, the CAN termination resistor value is now approximately 120 Ohms. and the processor speed has moved from 32MHz to 40MHz clock speed, It should be noted however that these changes will not be seen or noticed by the operator.
The W12 cylinder twin turbo charged engine is configured and controlled by a two EMS ECM master/slave concept. In this format each EMS ECM controls 6 cylinders and as such the engine operates as two V6's in a common engine block and crankshaft, with the bank one ECM operating as a master control unit and bank two as the slave unit.
ME7 is a torque based engine control system that receives a request for engine load change from the throttle pedal and converts that into a request for engine torque change.
[img]file:///C:/Users/Johan/AppData/Local/Temp/msohtmlclip1/01/clip_image001.gif[/img]
The master/slave concept means that the master unit has more control functions within it than the slave unit however, the two units communicate via a specific CAN link that connects between them. The hardware and software will be the same for each unit with the determination of type being made in software via the coding of Pin 49 - 12V master or 0 V slave.
The master ECM controls bank one, right hand when viewed from the rear of the engine. Bank two is controlled by the slave ECM - PIN 49 set the coding.
Cruise control is part of ME7, switch interaction to ME7 via CAN.
Drive by wire throttle, single pedal connected to the master ECM only. Electronic traction control interaction via CAN to the EMS from ABS/ESP. VW CAN based Immobiliser located in the "Kessy" system.
Twin air meter based system, one sensor per engine bank as the induction systems for each side or bank are separate. Crankshaft speed sensor failure limp home mode, the sensor is connected to both ECM's.
Two variable speed cooling fans controlled via ME7. Two electric water pumps controlled via ME7.
Comfort start, controlled via the "Kessy" and ME7.
Twin turbo charger and dump valve control & diagnostics. Cruise control via ME7, switch I/P's via CAN.
Twin fuel pump control
A similar strategy as that used for Arnage T but with no fuel pressure sensor. The pumps are independently operable from the master ECM - pump one operates as the main pump and pump two comes in with engine load increase.
Thermostat monitoring using twin coolant sensors, one mounted on the left hand side coolant pipe at the front of the engine and one mounted at the back of the engine.
Fan control, two variable speed fans both independently controlled by the master EMS via a pulse width modulation (PWM) control signal at 10Hz with a 0 to 12V control signal.
Torque control interaction with the transmission. ATR sensors for the limitation of exhaust gas temperatures to protect the turbo charger from damage.
Two purge valves one valve for each bank.
Twelve injectors and coils, coils active type with an integrated driver stage. Two boost pressure sensors, one for each bank, pre throttle valve.
Four knock sensors two used per bank.
4 lambda sensors - two per bank the front two are LSU and can operate in the high load regions the rear or monitor sensors are LSF two point sensors.
Two secondary air systems, one pump & air valve for each bank.
Two Brake switch I/P's - these are part of ETC monitoring if failure occurs then the throttle is unlikely to work as its in some form of Limp Home mode.
There are 4 camshafts two per bank each camshaft has its own speed sensor. Auxiliary after run cooling pump is controlled via ME7 along with after run fans.
It is possible for the ME7 will remain active for up to one hour after a run cycle depending on conditions. Two point variable switching engine mounts controlled via the master control module.
Variable valve timing is utilised, this is controlled by the EMS for each bank., the EMS uses a PWM signal to control the oil pressure onto the control valves that alter the relationship between the exhaust and inlet camshafts.
Vacuum system operation, a pump and sensor is fitted to the vehicle. This is sensed and controlled via the master EMS unit Kick down switch is used to give a full throttle position signal to the EMS.
[img]file:///C:/Users/Johan/AppData/Local/Temp/msohtmlclip1/01/clip_image002.gif[/img]Turbocharger Bi-Pass. This is a new feature that closes off the exhaust gas flow path through the turbo charger when the engine/catalysts
are cold. By doing this the catalysts can be induced to reach operating temperature earlier and thus emissions figures are improved. A control valve is fitted to each bank or turbo charger and is controlled via its respective EMS. Two sensors are fitted to the waste gate to monitor this feature. Dual mode exhaust (vacuum operated exhaust flap) is to provide a reduced exhaust noise option for the vehicle.
A Thermostat heater is also used, this is activated from the master control unit and is used to open the thermostat further during high ambient and high engine loads.
There are two dump control solenoids & two mechanical valves - A vacuum is switched by the solenoid onto the mechanical valves to dump boost pressure post turbocharger to the air path system between the air meter and the turbocharger. The solenoids are either active or passive there is no PWM control for this system. In the passive state intake or boost pressure is applied to the mechanical valves via the solenoids to keep them closed.
There are two boost solenoids one for the control each waste gate actuator. These are pulsed signal control solenoids. The solenoids switch between boost pressure and intake air pre-turbo charger and apply this to the waste gate actuators to control the boost pressure. The Turbo Bi-Pass system switches a vacuum onto the waste gate to pull open the valve and reduce or stop exhaust gas flow through the turbo charger.
The Throttle although it is electronic should do its own self calibration at the 1st IGN ON. For this to occur the following conditions should be true. No engine or vehicle speed. Intake temperature >5.3 Deg C coolant temp >5.3 <105 Deg C. battery voltage >10V and throttle pedal angle <1 Degree. Then the Ignition should be ON for 15 seconds and then off for 5 seconds. Any fail condition is reported as a diagnostic fault code.
Warning lamps may or may not occur depending on the fault & setting conditions.
The VAS tool will be used to provide both production and dealer diagnostic support. The same fault code development system will be used for W12 twin turbo engines as adopted for Arnage T, by way of the P code table.
The group standard P code table list for Bosch ECM's version 60 is to be used for faults occurring.
#9
08-16-2019 | 09:31 AM
Registered User
Joined: Aug 2019
Posts: 11
From: louisiana
Rep Power: 0
yeah, I noticed he has been inactive for quite some time but I hoped he might still have an active email address and see the message. I'm able to get the info off of the ecm's but I don't have the definition file for the different maps. These ecm's are nearly impossible to get into boot mode so the eeprom is removed to get the information.
#10
08-16-2019 | 02:21 PM
Registered User
Joined: Mar 2018
Posts: 1,060
From: Florida
Rep Power: 64
yeah, I noticed he has been inactive for quite some time but I hoped he might still have an active email address and see the message. I'm able to get the info off of the ecm's but I don't have the definition file for the different maps. These ecm's are nearly impossible to get into boot mode so the eeprom is removed to get the information.
Curious, what are you attempting to do? Tuning is a field I am deeply interested in (and my last horizon in cars).
Euro EMS designs have always been harder than the US technology. Same basic data, but more sophistication surrounding the data. Except now the US auto makers are stepping up. GMs new ECU (E99) uses a firewall with a random rolling access code that they generate. These ECUs are going to be managed on the "cloud". These were first used in a beta on the C7 ZR1 Corvette and now standard on the newly introduced C8. One company I know of has already cracked in, but only to destroy the firewall. They are thinking of an ECU exchange which will give the user access to manipulate the tune, but the car loses communications with GM....and its warranty....
#11
08-16-2019 | 06:20 PM
Registered User
Joined: Aug 2019
Posts: 11
From: louisiana
Rep Power: 0
Good that you got that far. I was looking into a SW called WINOLs. I have a thread on it recently, but no one on this site responded. It apparently will list all of the data files then uses an algorithm to sort through and reduce down to the number of usable ones. It then can "suggest" file types based on the type/quantity of the data field. So, for instance - injector data, or a timing table, or VVE, I'm assuming. Still a lot of work, but if you know what to look for...not all that bad.
Curious, what are you attempting to do? Tuning is a field I am deeply interested in (and my last horizon in cars).
Euro EMS designs have always been harder than the US technology. Same basic data, but more sophistication surrounding the data. Except now the US auto makers are stepping up. GMs new ECU (E99) uses a firewall with a random rolling access code that they generate. These ECUs are going to be managed on the "cloud". These were first used in a beta on the C7 ZR1 Corvette and now standard on the newly introduced C8. One company I know of has already cracked in, but only to destroy the firewall. They are thinking of an ECU exchange which will give the user access to manipulate the tune, but the car loses communications with GM....and its warranty....
Curious, what are you attempting to do? Tuning is a field I am deeply interested in (and my last horizon in cars).
Euro EMS designs have always been harder than the US technology. Same basic data, but more sophistication surrounding the data. Except now the US auto makers are stepping up. GMs new ECU (E99) uses a firewall with a random rolling access code that they generate. These ECUs are going to be managed on the "cloud". These were first used in a beta on the C7 ZR1 Corvette and now standard on the newly introduced C8. One company I know of has already cracked in, but only to destroy the firewall. They are thinking of an ECU exchange which will give the user access to manipulate the tune, but the car loses communications with GM....and its warranty....
#12
08-16-2019 | 06:41 PM
Registered User
Joined: Mar 2018
Posts: 1,060
From: Florida
Rep Power: 64
I finally got my bench harness done today and was able to connect to them with VCDS today. I had to wire in the Gateway module since these are read through the CAN side and not the Kline like the other ME7.1.1 ecm's. I'm not doing any tuning to the ecm's, Malone Tuning will be doing the ecm work, I'm a mechanic not a tuner. I'd love to learn but now is not the time. I was trying to get the data off of the eeprom so I could compare to some VR6 ME7.1.1 dumps. I am currently installing a D3 A8L W12 into my B7 A4 Avant and anyone that's knows about the W12 engine, knows that this engine never came with a manual transmission except for the VW Nardo concept car. I wanted to compare some files in WinOls to see how many maps were the same and see if it was possible to force some coding for a manual transmission. I've already fitted the engine and transmission, modified and rerouted the W12 engine harness to fit the Avant ecm box. I will be taking a week off in two weeks so I can remove the interior and dash in the Avant and get started on wiring in some relays, fuel pumps so I can get this project wrapped up in the near future.
OK got it...very cool project. Hope you stay here. Would be interesting to follow your project. I realize you're trying to shut off the comm back forth to the TCM. Manuals for the most part don't use them. Let me think on this a little bit...hope you stay here.
I have some tune data on cars that offer both auto and manuals. Let me probe through those see if I can find some common protocols.
#13
08-16-2019 | 07:01 PM
Registered User
Joined: Aug 2019
Posts: 11
From: louisiana
Rep Power: 0
OK got it...very cool project. Hope you stay here. Would be interesting to follow your project. I realize you're trying to shut off the comm back forth to the TCM. Manuals for the most part don't use them. Let me think on this a little bit...hope you stay here.
I have some tune data on cars that offer both auto and manuals. Let me probe through those see if I can find some common protocols.
I have some tune data on cars that offer both auto and manuals. Let me probe through those see if I can find some common protocols.
Feel free to direct message me through the forum. I have a page on FB that I post updates on and use the same name as here on instragram. Not much a vlogger or keeper of the threads. I tend to bounce around from one thing to another with this build. It's just me working on the project. It would be nice to have some knowledgable people helping out. In my neck of the woods it is mostly american muscle and 4x4 trucks. I tend to lean towards the more complicated cars. Lol
#14
08-16-2019 | 07:31 PM
Registered User
Joined: Mar 2018
Posts: 1,060
From: Florida
Rep Power: 64
Feel free to direct message me through the forum. I have a page on FB that I post updates on and use the same name as here on instragram. Not much a vlogger or keeper of the threads. I tend to bounce around from one thing to another with this build. It's just me working on the project. It would be nice to have some knowledgable people helping out. In my neck of the woods it is mostly american muscle and 4x4 trucks. I tend to lean towards the more complicated cars. Lol
#15
11-14-2019 | 04:38 PM
Registered User
Joined: Aug 2019
Posts: 11
From: louisiana
Rep Power: 0
The slave and the master can't be swapped?
If you swap them you will get a lot of fault codes. Do you mean they are identical and swappable because of the voltage coding?
The reason I ask is that I bought a 2008 model and drove it for just 5 minutes before I performance tuned it with the highest claimed tune. (stage 1).
I now got problems with misfire when going full throttle.
It could be coil problems, but we got a lot of issues programming the ECU's and tested lot of files and checksums. We ended up with immobilizer issues and decided to delete it to get it running.
Haven't looked in to the problem, but will get some misfire readings the next days.
My ECU's cant be swapped. Should they be able to do that?
If you swap them you will get a lot of fault codes. Do you mean they are identical and swappable because of the voltage coding?
The reason I ask is that I bought a 2008 model and drove it for just 5 minutes before I performance tuned it with the highest claimed tune. (stage 1).
I now got problems with misfire when going full throttle.
It could be coil problems, but we got a lot of issues programming the ECU's and tested lot of files and checksums. We ended up with immobilizer issues and decided to delete it to get it running.
Haven't looked in to the problem, but will get some misfire readings the next days.
My ECU's cant be swapped. Should they be able to do that?
You should be able to swap them. From what I understand is they are setup exactly the same as far as coding and tuning goes. The only thing that differentiates them from one another is slave has ground to one pin (cant remember the exact pin number) and master has power to the same pin. I just received my spare ECM's back from the tuner for immo delete and force coding for the manual swap. I hope to crank it up next week and see what happens.