Hi, I wouldn't touch the n75 valve map - there must another solution?

I think the electronic control lags behind the mechanical affects and you might have a 'torque spike' so pull the fuel and or boost back a little earlier in the rpm range.

John

Well edited and uploaded a new file tonight. Now gave launch control

Dual maps now working

By copying the manual data block and overwriting the auto data block then altering the soft coding. I can now switch between the two maps using VCDS. So you could have stock and mapped, clutch friendly and max torque and so on.

Trying to find out how you can increase the diagnostic MAF limit of 1249.5 and torque limit of 410.

Hat off to you sir, an excellent thread and project!

Think you need a 3 bar map sensor soon. Is your sensor limited to 2601 mbar absolute?

3 bar sensor is fitted as stock

When logging, diagnostic is limited to 1249.5 from the MAF. Also the torque limiter doesn't go higher than 410. So trying to find where this is in the map.

Must admit when you say *******s to the clutch, its fairly nippy for a diesel If only I had a hybrid turbo or GTB to play with

Trying to find out how you can increase the diagnostic MAF limit of 1249.5 and torque limit of 410.

Isn't this something to do with the 'bits' of the ECU? Bit 8, 16, 32 bit? Sure I read that somewhere in my ECU research (or I'm going mad!).

Interesting thread though!

Isn't this something to do with the 'bits' of the ECU? Bit 8, 16, 32 bit? Sure I read that somewhere in my ECU research (or I'm going mad!).

Interesting thread though!

It'd nothing to do with the format the data is stored - as in octal, hex etc.

It'd to do with the max/ min values the sensors themselves (voltage) can 'recognise.

Nothing to do with the sensor yet. Stock MAP can read up to 3bar. Diagnostic can read up to 3bar actual but only 2600 requested. Theirs 8 bit values and 16bit factor that effect diagnostic values. It's the same with the MAF sensor. Diagnostic limit is 1250. This isn't the sensor limit.

Could you show us the Flash tool you've used to modify the ECU? I've obtained a spare ECU for my golf and am looking to give it a shot at being modified.

The most common one I've seen is the KWP2000.

Don't worry, i'm not an electronics noob rushing in without a clue, i've a degree in computing and electronics lol

I have a galletto 1260, kwp 2000 plus and also a vag k commander. All eBay specials.

The galletto has the nicest interface but no recovery option if you upload a bad checksum or loose power half way through the flash. The kwp has a recovery option.

These will only download / upload to the ecu. You will need software like winols or tuner pro to edit the file. Or go pure hard core with a hex editor

any dyno planned soon?

Best wishes

John

When I can find the time :(

ECU Arrived today so I will have a look into getting a KWP2000 probably. I don't care about the UI, I'd prefer to have more options (especially recovery).

A while back you spoke about cloning the ECU's transponder key, is the key located in with the map EEPROM? I'd somehow imagined that it would be in a little I2C eeprom on the PCB.

Are you going to make a full step-by-step guide to doing this procedure? it would be very informative.

Cheers, Dave.

Step by step. That would take the fun of learning out of it

Yeah the skc is in a different EEPROM. The k commander 1.4 can read this.

Well done for taking the step. What I've posted here will be a massive help but it's just reminded me that I've not posted the main maps relating to boost up.

I would lend you my kwp2000+ if your going to take a crack on your own.

John

Defo go for the kwp2000plus over the galletto 1260. Simply for the recovery option. I always use the galletto as my primary but have the kwp for backup.

Also make sure you have vcds lite. You'll need it for logging.

I've got VCDS lite working, the interface cable I use seemed to have issues, works now though. Cheap blue ebay special.

Anyway, I probably should invest in my own KWP2000. Can the KWP2000 actually *write* the SKC? If so, then I'll maybe try and borrow a K commander to read my key and save it. If I have to write the key every time with the K commander then I'll have to invest in one of those too.

Turns out the ECU I bought is one from the 90hp version, I presume I can just upload the 110 maps and it will work fine? they're the same engine etc, with different maps as far as I understand.

Dave.

Hi,

KWP doesn't write the KTC, the software you use to edit the map (KWP, Galletto etc) should generate this.

Regarding difference between 110 and 90 bhp ecu's I wouldn't be suprised if there is a difference but I am not expert. The 110 bhp ecu has software that controls the vnt turbo.

John

You have two options regarding the SKC.

1. Borrow the K commander to get your SKC and the SKC from the new ecu. Then follow Ross Techs guide for swapping the ecu each time. This applies to immo3. Don't think you need the codes with immo2.

2. Use k commander to read/download you immo EPROM. Then upload it to the new ecu. This will now allow you to swap ecu's as and when. No need to carry out the Ross Tech procedures.

Kwp/galletto can't talk to the immo EPROM.

The 90 & 110 are the none VNT turbo's right? If so you should "get away with writing your file over it. However if they are different hardware version you may get a error fault logged or other slight issues. My passet ecu took longer to start the engine. My ford galaxy pd150 is fine

If your working on the non vnt turbo then you won't have duration maps. You'll have pump voltage maps instead.

Hi, the 90bhp I understand was gt15 turbo non vg and the 110bhp ran a gt17 vg turbo

For those wanting to see Galetto 1260 read and write procedure, this guide might be helpful http://blacksmoke.co.uk/page2.htm

Hiya I was just wondering how you figure out what hex coding is each map I have already got a egr delete but would like a antilag/launch control put on and I would like to understand how to do it ?

I have had a look though the hex dump but winding how to work out were each mapping is ??