I think it was like - F(RPM, Pressure) -> аctuator lift? I don't remember exactly, but basically you can set the precontrol map and then set the actuator linearization map the same way as you would do KFLDRL, and it works perfectly fine.

There you go...

I dug into the WG control and the whole mess with differential pressures in WG actuator and understood a lot of what is going on in there. Out of interesting findings - there is an adaptation mechanism for spring pressure, so these linearizing maps for DC with differential pressures should not matter much, as long as one frees the adaptation ranges appropriately (on my factory bin, for example, slope adaptation is disabled by having a 1.0-1.0 limit on it). And something that has been bothering me for a while - the bit semantics of CWPVDREG:

.0 - enable the above mentioned WG spring pressure adaptation
.1 - something that 80% looks to me like an adaptation slope value inverter for when the boost valve is connected in reverse (0% DC vents to atmosphere rather than WG actuator).
.3 - some additional pvds filtering, OFF on many bins I have seen, but ON on one of the Abarth Esseesse bins I have been looking at once.

Hi all,

I've suddenly encountered this really weird problem. when I go on WOT runs, the ECU closes the throttle for a split second at 4500-5000rpm and then goes WOT again.

coincidentally, I had to change the battery on the car. After doing that, the problem went away. couple of days later, it resurfaced again. so I tried resetting the ECU by plugging out the negative on the the battery, and oddly enough the problem went away again. so the cycle carries on.

anyone kind enough to advise on what's wrong? did I fry some part of the ecu by flashing it too many times? lol

Thank in advance!

that's the darn thing, I'm still uncertain as to how to take logs (programs?)

Certainly couldn't take logs like VW cars, cos vcds doesn't work with this ECU.

fiatecuscsn is only able to log certain parameters, things like timing CF cannot be monitored. to add to that, the latency on that program is horrible

OK, a small hack for the inclined ones, maybe somebody will find it useful. One flag in the flash flips the possibility to completely read this ECU out over OBD, including complete RAM contents. (Yes, to be able to read it out, you have to first write it ). (Not entirely sure if this the locked upload functionality or just the regular read-by-address interface, if these are not the same?) The byte sequence to look for in the flash is (I did not find it on all the bins that I have, maybe these are readable by default?):

00 FF 33 33 3C 00

This should be somewhere before the bin address 0x9C000 (ECU memory address 0xAC000, or on the "longer" bin files). Change the first 00 into 01 and then after starting a diagnostic session with OBD message "10 60" you can OBD with PID 23:

23 XX YY ZZ BB

where XX YY ZZ is the starting memory address (can be essentially anything addressable) and BB is the read length, range up to 240 (0xF0). A complete flash readout takes almost 9 minutes this way. Added value is that the RAM that can be read too (E000-FFFF & F0000-F7FFE) has the EEPROM mirror (obviously), so you can read it this way without boot-mode-ing it.

Without flipping the flag, only some parts of RAM are readable, flash is not. There is a "permission table" that defines which parts are or are not. With the flag at 01, some checks are still there, but seriously relaxed.

Yes, with the spread of all the special edition versions of F500/Abarth came several versions of this ECU, and in all honesty I do not follow all of them. I studied two particular versions / families - one 120hp version that sits in my car, and one of the older Abarth/SS ones. My 120hp version has a twin factory 150hp version, that is, the code and map locations are identical, they differ only in calibration data, essentially gold to study the maps and proper mapping. For the Abarth one I have also purposely chosen a particular version that has different factory calibrations available, here three, two are similar (150-155hp I think, or was it 150/160, don't know), the third one is the SS version (180hp). This is even more valuable, because the SS has different injectors, fuel rail, 3 bar map sensors, and a turbo with a much stiffer spring in WG.

Functionally these two families are almost identical (here and there are some less important additional maps in the second family), but there are some notable differences in the code. The 120/150 version has an "artificial" cut of the target boost pressure to 2.5bar (see one of my earlier posts), can be bypassed by code editing, and also the KFZWOP map is byte based with RL axis limited to the 191% range (this is also fixable with code editing, albeit a bit less trivial one). On the second family the artificial boost pressure limit is not there, and KFZWOP is word based with full range axis. Also, the second family code supports automatic transmission, the first family does not. Finally, the second family can handle (from what I can tell) an impulse based speed sensor from the gearbox, while the first family only takes speed from CAN/ABS.

These are the only differences I noted so far, and after having said all that I should post the associated bins (some of them again) I guess, so here they go - family 1 is P684 and P685, family 2 is P409 and the two P662-s. As for definitions, publicly available is only the Alfa MiTo 135hp version to be found earlier in the thread, I also attached the bin (P688). Otherwise tedious compare and match work, a bit difficult because the definition does not have all the maps and some of them messed up (badly), some times in offsets, sometimes in conversions / units.

hehehehehe, I was thinking that when I suggested it