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prometey1982
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« Reply #2415 on: December 18, 2023, 12:50:05 AM »
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Here is my intake VVT map tuned on dyno. I've got 440 bhp. But it looks like dyno stand lowered the result because I've got only 220 bhp on 1 bar of boost (spring pressure boost with 0 ldtvm).
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keichi
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« Reply #2416 on: December 18, 2023, 04:37:32 AM »
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Here is my intake VVT map tuned on dyno. I've got 440 bhp. But it looks like dyno stand lowered the result because I've got only 220 bhp on 1 bar of boost (spring pressure boost with 0 ldtvm).
On dyno i always get worse results then on the road. No dyno can supply even close airflow to the road. AFAIK the best dyno fans can do around 50km/h of airflow. And many dynos have even worse fans. I always see worse MAF readings (so less power) on the dyno then on the road. The hotter outside temperature the more difference between dyno and road. F.e. my exact same setup did 337HP in the summer (35+ degree) and 390HP now in winter (+5degree). In the summer MAF readings on dyno were like 25-30g/s less then on the road (and less timing not to mention IC temps) and in the winter just around 5-6g/s less, but still less then on the road. Do you have dyno chart with stock cam maps for comparison? And do you have 100% stock head, valves and springs etc.? You rev it quite high  |
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prj
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« Reply #2417 on: December 18, 2023, 06:57:53 AM »
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On dyno i always get worse results then on the road.
No dyno can supply even close airflow to the road.
AFAIK the best dyno fans can do around 50km/h of airflow.
And many dynos have even worse fans. This is simply not true. You probably have never been on a proper dyno. I can do long pulls on mine without IAT issues, but then I have a special air duct with two centrifugal fans blowing air. If you max out the fans and stand in front of the chute you have issues holding your balance. Of course when you have a huge ass axial fan blowing air everywhere where it's not needed, then it's a problem. If you actually use fans that are good at creating pressure, and then blow that in a narrow stream at the front radiator then it's a completely different story. I have often better IAT on my dyno than on the road... |
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prometey1982
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« Reply #2418 on: December 18, 2023, 07:31:35 AM »
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Do you have dyno chart with stock cam maps for comparison? And do you have 100% stock head, valves and springs etc.? You rev it quite high There was about 10 Nm less with stock VVT map. Engine is fully stock. Rev limiter set to 8000 RPM. Car made 0-100 in 5.12 secs on this setup. |
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prometey1982
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« Reply #2419 on: December 19, 2023, 05:18:37 AM »
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Anybody interested in working together on the Volvo ME9?
For the past 6 months, I've been compiling map packs for this ECU and have pretty much a lot of them sorted out...and still adding to the list as we go.
What I am having a hard time is sorting out the logging side of things like RAM parameters, logging tools etc. I have zero disassembly skills so is a bit hard for me. I have tried doing it myself via IDA Pro but with no prior knowledge, it's looking like another wall of text to me.
I think prometey's logger would work on the ME9 but there is no way to test as I don't have RAM parameters to test it on.
I know the knowledge is within the community but seeing the current mindset on here is "I won't share information as others don't even contribute", I figured this approach would be more ideal to some.
Are you still here? I started work on P3 ME9 flashing. I have the bootloader for ME9 and will make a flashing tool. But memory logging for UDS protocol isn't clear for me. |
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prj
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« Reply #2420 on: December 19, 2023, 05:47:18 AM »
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The problem is really not UDS - everything is completely standard there, and not locked behind any security.
Just open ISO14229 and have at it.
The problem is the measuring data, like always.
Anyway it's implemented in my tool...
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prometey1982
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« Reply #2421 on: December 19, 2023, 06:07:12 AM »
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The problem is really not UDS - everything is completely standard there, and not locked behind any security.
Just open ISO14229 and have at it.
The problem is the measuring data, like always.
Ok, thanks for the explanation. I'll do this. |
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s60rawr
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« Reply #2422 on: December 19, 2023, 07:27:20 PM »
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Here is my intake VVT map tuned on dyno. I've got 440 bhp. But it looks like dyno stand lowered the result because I've got only 220 bhp on 1 bar of boost (spring pressure boost with 0 ldtvm).
some solid numbers there |
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There is a free flash suite in progres
http://www.openmoose.net/blog/?page=renatus #1 Nefmoto -Karma Sponge! |
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s60rawr
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« Reply #2423 on: December 19, 2023, 07:42:04 PM »
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2packs i been working on and updated
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« Last Edit: December 20, 2023, 12:46:09 AM by s60rawr »
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There is a free flash suite in progres
http://www.openmoose.net/blog/?page=renatus #1 Nefmoto -Karma Sponge! |
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keichi
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« Reply #2424 on: December 21, 2023, 05:49:49 PM »
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Disabling rear lambda with ESKONF for 50WRHJ software.
ESKONF is at 0x1260E. Default value is 0C 00 3C FC 00 FC 33 (7 bytes length) I may be wrong about lengh it can be 6 bytes.
To disable rear lambda and rear lambda heater diagnostics you need to change ESKONF to next: 0C C0 3C FC 00 FF 33
I checked pre facelift cars and non R software. It looks like the bitpair pattern is the same. Second byte must be changed to C0 (6 and 7 bits must be set). And six byte's low two bits must be set.
Digging lately in Volvo ESKONF. Looks like all sw. versions use the same pattern and 7 bytes length (50WRHJ also). To disable rear O2 heater diagnosis (it will still feed current to heater but disable triggering trouble code) just change 4rd bitpair in second byte to 11b. 1st bit pair in 6th byte is ignition coil no. 3. Do not change that Last 7th byte may differ the most between software versions (there is f.e. EVAP or ECU fan diagnosis - for cars that have one) |
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« Last Edit: December 21, 2023, 06:15:52 PM by keichi »
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prometey1982
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« Reply #2425 on: December 21, 2023, 10:17:08 PM »
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Digging lately in Volvo ESKONF. Looks like all sw. versions use the same pattern and 7 bytes length (50WRHJ also). To disable rear O2 heater diagnosis (it will still feed current to heater but disable triggering trouble code) just change 4rd bitpair in second byte to 11b. 1st bit pair in 6th byte is ignition coil no. 3. Do not change that Last 7th byte may differ the most between software versions (there is f.e. EVAP or ECU fan diagnosis - for cars that have one) Please explain your message as decribed in wiki: B0 - XX XX XX XX B1 - XX XX XX XX B2 - XX XX XX XX ..... |
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keichi
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« Reply #2426 on: December 22, 2023, 04:10:25 AM »
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Bits: 7,6 5,4 3,2 1,0
------------------------------------------------
B0 EV3 EV4 ? EV5
B1 LS2B1H LDR EV2 EV1
B2 A/C FP LS2B2H CP
B3 ? ? FTP FC
B4 ZUE5 ZUE4 ZUE2 ZUE1
B5 ? ? ? ZUE3
B6 ? ? ? MIL
Where: EV - injectors ZUE - ignition coils A/C - air con relay FP - fuel pump relay LS2B1H - rear lambda bank1 heater LS2B2H - rear lambda bank2 heater CP - canister purge FC - cooling fan FTP - fuel tank pressure sensor I checked 20KPSC, 50QHHJ and 50WRHJ - all have the same pattern except last B6. Nevertheless all that will ever be needed is eventually disabling rear lambda heater so all other ESKONF items doesn't matter but it was fun to reverse engineer it Disabling rear lambda heater can also be done using diagnostic trouble codes table. ME7 algorithm first checks ESKONF and if diagnostics is allowed then it eventually jumps to DTC triggering routine. DTC triggering routine checks trouble codes table (starting from CLAAAA) if particular DTC code class is "active" (not zero). Also DTC triggering can be fired from other places in the code so it probably is better to disable DTC triggering. For example CDHSH codeword specify if rear O2 heating diagnosis should be done at all. But ECU will stil be able to set DTC by power stage diagnosis (ESKONF) Summing up, just disable diagnostics trouble table class item |
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« Last Edit: December 22, 2023, 04:17:50 AM by keichi »
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prj
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« Reply #2427 on: December 22, 2023, 04:47:51 AM »
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Disabling rear lambda heater can also be done using diagnostic trouble codes table. ME7 algorithm first checks ESKONF and if diagnostics is allowed then it eventually jumps to DTC triggering routine. DTC triggering routine checks trouble codes table (starting from CLAAAA) if particular DTC code class is "active" (not zero). Also DTC triggering can be fired from other places in the code so it probably is better to disable DTC triggering. For example CDHSH codeword specify if rear O2 heating diagnosis should be done at all. But ECU will stil be able to set DTC by power stage diagnosis (ESKONF) Summing up, just disable diagnostics trouble table class item Disabling the fault class only hides the DTC from OBD diagnostics, the ECU detects the fault and behaves according to detecting the fault. For example in case of EVAP the fuel trim will be off. Turning off DTC classes is never the right solution, and is a bad practice. It is not needed to disable a single fault class in the ECU to remove various componenets. |
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keichi
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« Reply #2428 on: December 22, 2023, 06:39:19 AM »
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Turning off DTC classes is never the right solution, and is a bad practice.
It is not needed to disable a single fault class in the ECU to remove various componenets.
I agree ECU can still diagnose things and react "silently" if error detected. That's why usually neither disabling ESKONF or disabling error class is necessary and shouldn't be done. I think rear O2 heating can be exception from this rule. I see no point in leaving DTC for this particular error class especially if you remove rear lambda completely |
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prj
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« Reply #2429 on: December 22, 2023, 06:44:38 AM »
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I agree ECU can still diagnose things and react "silently" if error detected. That's why usually neither disabling ESKONF or disabling error class is necessary and shouldn't be done. I think rear O2 heating can be exception from this rule. I see no point in leaving DTC for this particular error class especially if you remove rear lambda completely If you disable the codewords and the diagnosis correctly there is no need to ever touch any fault classes. Fault class literally is "how to show fault to the user if it is detected". Should it illuminate the CEL, flash the CEL, should it throw a code etc. If diagnosis is off, then no fault is ever detected thus changing fault classes is not necessary. ESKONF should absolutely be changed if there is no longer a component attached to the end stage. You are telling the ECU that it is no longer there. Your advice to change fault classes is straight up wrong, that's why I'm calling you out on it. |
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