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Post Info TOPIC: ECUEDITOR v2.x FAQ


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ECUEDITOR v2.x FAQ


ECUEDITOR v2.x for Gen2 and BKing FAQ

For gen1 related issues ask on gen1 board not in here.

Before doing anything, watch the videos from Boostbysmith, those are very good to understand what everything is all about.

Some advice...
- Most time the connectors are not fully pushed in when flashing interface fails
- With Vista com port the user has not usually used admin rights to install and use software or the com port is setup something else than recommended 1-4. If you dont know what Administrator rights are, please get someone involved who understands how to do this in practise.
- If you need to use control panel to change ports, you need to at minimum unplug and plug the device before starting ecueditor, but a full reboot of the computer is preferred.
- If bike generates an FI light, then always just check that your advanced settings are good for your bike. If you dont know this as a flasher, then just use verify to download your own ecu contents to see the settings you have as default.
- Check out your Clutch Switch operation, quite often the clutch switch has just been bypassed and cluch is seen permanently on and bike seems to be running lean. Use stock clutch switch, that will give best results in every case. You can see that your clutch switch is working on the enginedata screen. You need to do this before flashing to avoid any hassle during dynoing session.
- Avoid any TRE, that is just not needed and will confuse ecu
- The boostfuelling and nitrouscontrol options are not available for gen1.

After installing the interface always:
1) Before flashing always check that your enginedata works, if it does not you have something wrong
2) Before flashing always do verify and save your own ecu image and make a backup for it on a memory stick or something.
3) Before flashing check your FI codes ensure that everything is working. After flashing check your FI codes, if there are any use ECUeditor to give the exact FI code for you. FI codes usually means that you have activated an option that is not compatible with your bike. Do not flash a recently built engine, use stock ecu to check that there are no sensor errors and that your GPS and Clutch switches work before flashing.
4) If flashing fails, use Full Erase command and after that is finished in couple of minutes, reflash your image back with ecueditor.
5) Desktop flashing is not recommended and its not supported by me as you can not know what is happening. If you do desktop flashing, you are on your own. The reason for this is that you can not know what are the sensor errors when desktop flashing and often flashing is claimed for problems for the other changes in the bike.
6) Do not use Powercommander with ECUEDITOR, its just not needed and generates problems as the concept of pulsewidth and injector balance seems to be ignored. See next post what is meant by this.
7) After reaching around 215hp, change your fuelpump to high volume pump. Bosch pump is known to work very well with busa. Raising up the fuelpressure can mean that your pump delivers less fuel volume. Remember this particularly with nitrous installations.

About ecueditor:
- Ecueditor software is freeware. No warranty, no quarantee.
- Sourcecode of ECUEDITOR, boostfuel, nitrouscontrol and shifter modules is available under GNU license for anyone willing to contribute. (If you utilize the sourcecode then you commit to publish the sourcecode for free use.)
- You really need an internet connection to install the software and prerequisite modules from e.g. microsoft
- The persons who have written the modules are not financially connected to any of the interface manufacturers, anyhow I/we work closely to further develop functionality with interface and other hardware manufacturers. (Personally I often endorse boostbysmith as he is very committed to this project. We do not have any financial agreements between ourselves. Anyhow boostbysmith has promised to make a donation of each interface he sells to DaveO:s family. The other part of the endorsement is that he takes care of all the end customer support for devices he sells, private messages and emails are most often redirected to him. This is the reason why I say that you should always contact your hardware manufacturer as the primary contact point.)
- A sidenote: I am doing this freeware project just for fun and it started with an succesfull attempt to make my own bike faster.

If there is a bug in software, report it back on this board under the sotware release number. If something does not work for you which is working for someone else then before posting on the ecuhack board, contact the seller of the interface. If you have manufactured the interface yourself, doublecheck everyhing. There are bugs in the software no doubt about it, its freeware and whole concept is based on user community testing and giving feedback on features. Anyhow "My interface does not work" or "My bike is full lean after reflashing" are not bugs, rather indicate that there is a problem with the bike or something else.

I really enjoy making progress with everyone involved with ecueditor project. Everyones contribution is so important and it feels very good sometimes when we make progress either on track in USA or fixing an issue with a bike in Australia - or getting feedback from Europe. Please understand this FAQ as just an attempt to keep focus on making progress on developing new features and fixing bugs rather than repeating answering over email or on this board to the same questions which are already answered on this FAQ all over again. 

Have fun with the bike and tuning it to a finess which has been impossible earlier...

This thread is FAQ, please only post your FAQ addition to this thread, questions should go elsewhere.



-- Edited by PetriK on Friday 26th of March 2010 10:57:01 AM

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Here is little something about powercommander and ecu flashing that I wrote to someone tuning bikes explaining whats happening with powercommander when you are using ecueditor.

If he is using powercommander adding fuel to ecu may have now used up the free capacity of the injectors he has the powercommander connected to. Therefore it would look leaner as powercommander just can not add more pulsewidth to injectors which are running close to full capacity (e.g. 80% duty + 25% add from pc = total 100 duty cycle). Or even not in this case if the injectors are running very low pulses to which he is connected to then he needs more fuel to add eg. 20% duty + 100% add from pc which is max that pc can make = total 40% of capacity can be used. This latter case means that he needs less fuel in PC as the base pulsewidth is now longer. Both are valid, dont know which injectors he his hooked up - either he can not add more pulsewidth to secondaries or the primaries are now running wider so powercommander of course needs to be adding less fuel. If needs more fuel then changing injector balance to 50/50 may help him to free up capacity to play with pc. Alternatively he may try hooking up the powercommander to the other injectors.

As my personal opinion avoid powercommander with this stuff or stay out of this stuff if you use powercommander. Bazzaz is easier as at least that one seems to be controlling both sets of injectors and is theremore more responsive for fuelling changes. But you dont even need that with this stuff.



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Video & Direction Links

Gen 2 Intro to Flashing Video
www.boostbysmith.com/Videos/gen2ecu1.wmv

Setting ECU Editor to run as ADMIN
www.boostbysmith.com/Videos/run-as-admin.wmv

Gen 2 PDF Installation File
http://www.boostbysmith.com/directions/ECU2.0%20Install%20Directions.pdf


Videos Originally made for Gen 1 Flashing, but much of it applies to Gen 2.
Setting up proper comports
www.boostbysmith.com/Videos/ecuvideo1.wmv

Setting up FTD for flashing

www.boostbysmith.com/Videos/ecuvideo2.wmv

 

Basic Fuel / Ignition / Rev Limiter Changes

www.boostbysmith.com/Videos/ecuvideo3.wmv

 

More Advanced Nitrous Tuning using MS feature, window, wot, etc.

www.boostbysmith.com/Videos/ecuvideo4.wmv

 - Most time the connectors are not fully pushed in when flashing interface fails (I would add) please remove the orange cap off the front of the connector, this will make it easier for pins to seat and also easier to verify they are bottomed out in the connector.  if you don't hear an audible click from the pin locking in the connector, it hasn't seated.  if you put toggle switch in flash position with usb interface connected to laptop, and put bike in neutral, run switch on, and turn key on, your fuel pump should NOT prime.  If it does, your wiring isn't correct.



-- Edited by smithabusa on Friday 26th of March 2010 02:43:15 PM

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If you get No ACK after full erase, that means that your full erase did not complete. Common reasons are noisy or faulty connector or some other software running on the computer. In most cases this just means that interface switch was turned too quickly. As the messagebox says, please reboot and reflash.

Error reading flashingmode usually means that the bike has been flashed with different firmware than busa - or possibly the flashing was stopped before it was completed. As the messagebox says, please reboot and reflash.

No magic on either of these. If the enginedata testing worked well before the flashing and you get this far that you can erase the ecu - then its easy. You can also reflash if your cable is good, there is enough power on the bike battery and if your computer is not full of other software like vide players, network intensive programs or viruses.


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Can I flash the ECU with the engine running?
No, to flash the ECU the engine must be off with key on, in neutral, run switch on.

Can I read what mapping is on an ECU?
Yes, at the top of ECU Editor select Flash, then "verify ecu".  This will take several minutes but will read the ecu into memory, you can then select file, save once it's done and you will have a copy of the image on the ecu.  Disclaimer:  this is not true on 02-07 hayabusa.

How long does it take to Flash?
The first time you flash the ECU with ECU Editor opened it takes approximately 4 minutes as it writes the entire image.  As long as you don't close the software, each additional flash only writes the part of the .bin file that has changed.  So to change a fuel table will take roughly 20 seconds.  So keep this in mind when dyno tuning, the first flash takes 4 minutes, then make sure to leave the software open and each additional flash takes much less time.  I highly recommend saving each change that is made when tuning.  I also recommend keeping backups of your maps somewhere besides the program directory, I personally have a folder in "my documents" as well as store them on a thumb drive in case my computer crashes.

Is it easy to go back to a stock map if I mess something up?
Absolutely, simply click File, New K8, then Flash the ECU, its back to being stock.

Which fuel table should I be adjusting?
Suzuki fueling works off of 2 maps.  Intake Air Pressure fuel table is used for idle, and part throttle cruise conditions.  For throttle position of 10-11% and under your fueling should be adjusted using the IAP table.  The table across the top goes from 68 to 0, 68 being lots of engine vacuum, 0 being no vacuum.  This table also factors in barometric pressure to account for altitude changes.  Its best to run the bike on the dyno with engine data monitoring open as well as IAP fuel table open and you can see the cell you are currently running in shaded blue.

For power tuning (10-100% throttle) you want to use the Throttle Position Sensor table (TPS table for short).  + and - keys move the numbers in this table by one unit.  If the number is 200 and you hit + it will go to 201.  To make 5% increase / decreases use the * and / keys.  You can highlight a group of cells to make these changes, you don't need to make changes 1 cell at a time.

MS Fuelmap is the secondary TPS map which is used once the ground signal is broke on pin 58.  If you would like to copy the contents of the normal TPS map to the MS TPS fuelmap, C on your keyboard will perform this function.  This could be utilized for a pump gas vs race gas tune.  Keep in mind only the TPS table switches (10-100% throttle tuning), the idle and throttle below 10% fuel table deosn't switch.

How do I apply a PCV or Bazzaz map?
This feature should be used with caution, and with a wideband O2 sensor to verify results.  Due to the way PCV only controls 1 set of injectors I would recommend to not convert PCV maps.  If you really wish to do so, I would only use the low tps range of the power commander table, for example 0-20% throttle the conversion should be very close, but I would make all other cells in the 20-100% range in the power commander map 0 prior to converting.  Bazzaz maps should be much closer as they control all 8 injectors and fuel increased work much like they do in ECU editor.

What do the numbers in the fuel tables represent?
They are not percentages like in a power commander, bazzaz, or anything other piggyback for that matter.  Its a volumetric efficiency table that references things from other tables like air temp, barometric pressure, etc to come up with a final pulse width number. For example, a piggyback fuel table like a bazzaz has a number, 10% for example, if you want the same increase in fuel, take whatever number you have in the cell, say its 183, multiply that number by 110% = 201.  201 is the value you would want in this cell in the ecu table to have a 10% increase.  Power commander on the Gen 2 bikes only control 1 set of injectors, typically installed on the lower injectors, so when they have a number like 10%, it means a 10% increase in fuel flow on the lower injectors only, and the lower injectors do 100% of the work at idle (so 10% here makes a large difference) and only do 20% of the work at redline at wide open throttle (so 10% here equals very little in total fuel flow increase).  For this reason its best to tune your bike with ecu editor and not other methods and convert.

How do I edit the ignition tables?
By simply opening the ignition table, you will get a message stating group 3 tables are now placed across all gears.  This has the same effect that a TRE would have in that you get 5th gear timing across all gears, which can be better for low rpm low throttle conditions where you get increased timing.  Wide open throttle high rpm conditions the tables are all the same anyhow.  There are 2 buttons you can select at the top of the screen TPS MS0 (this is the normal ignition map you would want to edit) and TPS MS1 (this is the secondary ignition map that becomes active when you break the ground signal on pin 58).  The numbers in the table represent degrees Before Top Center.  To increase a cell or group of cells by 1 degree use the + button, to decrease a cell or group of cells use the - key.  How much should you add or take away?  That should only be answered by a skilled tuner with vast engine tuning knowledge on a dyno.  Failure to understand what you are doing here can be very expensive.

How does map switching work?
On a Gen 2 Hayabusa the map switching wire is pin 58.  Pin 58 in its normal configuration is grounded and is designated ms0.  If you break this ground connection, the bike will enter the ms1 tps fuel and ignition map.  You can verify this in the engine data screen under the tach.  To accomplish this is as simple as wiring in a SPST (single pole single throw toggle switch, really almost any toggle switch having 2 pins should work) toggle switch.

How can I compare 2 maps against each other?
Click File, set compare map.  It will ask you which file you want to compare the currently opened map against.  Select the map you want to compare against.  Now open fuel / ignition tables and you will see cells highlighted in different colors that have been altered.

Can I datalog using ECU?
With a laptop connected, you can watch the engine data screen, as well as there is a GRAPH button that you can click which will log data on the laptop when engine rpm is above 1500 RPM.  There are no provisions to log internally, if you are road testing, it's best advised to purchase a wideband O2 with logger, something like Innovative DL-32 with LC1, or Wego, or wideband commander etc.  Another option I have found useful in the past is to download windows media encoder 9 from microsoft.com (its free).  This software takes a video of whatever is on your computer screen.  I have used this on more than one occasion for logging what I am seeing on the screen for later review.

What is a fuel softcut / hardcut limiter? 
Your bike from Suzuki will hit a softcut limiter unless reflashed.  A softcut limiter is when it starts pulling fuel from a couple of cylinders to slow the engine speed down.  On stock or mildly modofied bikes this doesn't usually pose any issues.  On turbo charged, nitrous injected, or large motors its a good idea to switch to hardcut, which shuts the fuel off to all cylinders at once.  Its a more abrupt feeling than softcut, but also lessens the chances of leaning 1 cylinder out and burning a piston / head etc.

Gear Limiters removed, what is that?
By turning the gear limiters off, you can bypass the early rev limiter Suzuki uses in 6th gear to keep the bike at 186 mph.

What are the STP maps?
The Secondary Throttle Plate maps will allow adjustment of how much and when the secondary throttle blades open using a TPS vs RPM table.  To my knowledge this has yet to be tested by anyone on a bike and caution should be exercised if doing so.  Also keep in mind, there are several of these tables, they haven't been combined into 1.  Keyboard commands of 0123456 can be used to see the nuetral though 6th gear maps.  ABC can be used to see the ABC mode maps.  M can be used to toggle back and forth between MS0 and MS1 in each of the corresponding maps above.

What is the Injector Balancing Map?
This is an advanced feature only and should only be adjusted when searching for high hp > 240 or so.  This table shows the % of total fuel flow that the primary injectors are responsible for.  As the table shows at idle and light throttle conditions the lower (primary) injectors are supplying 100% of the desired fuel to the engine. 
The first hint of the secondary injectors starting to flow is at 40% throttle, 5600 RPM.  As throttle and rpm is increased you will see that by 90 & 100% throttle at 7200 rpm, the lower injectors are only supplying 20% of the total required fuel and upper injectors are supplying the other 80%.  If you are in search of lots of fuel and or hp, its advised to adjust the table such that the lowest number in the table is 50, meaning when the bike is under heavy throttle and rpm conditions the fuel flow is balanced 50% lower injectors, 50% upper injectors.  By doing this will make the bike much richer, even if using the stock tps fuel table.  So please don't use this to just experiment.  You should be on a dyno with a large motor or spraying nitrous or tuning a turbo bike before you are using this feature.

What is the HOX sensor?
Its the heated narrowband O2 sensor on your bike.  If left turned on, it alters fueling under part throttle low rpm conditions for optimum cruise A/F as designed by Suzuki.  A lot of aftermarket exhaust don't come with an O2 sensor, so unless you have a new bung welded in, you will need to dis-able the O2 sensor to keep the FI light from coming on.  Doing this will make the fueling open loop in these low throttle low rpm conditions, you should visit a dyno to tune the bike if doing this.  Simply shutting the O2 sensor off on a completely stock bike can have adverse effects as the fueling could go either rich or lean as the ECU will no longer have feedback from the O2 sensor.

What is ICS?
I
dle Control Solenoid is what makes your bike idle nice and smooth at the factory determined idle speed.  This hasn't been fully tested to dis-able the idle speed control, again caution should be exercised if turning this off.

What is ECU Mode?
There are several variations of the Gen 2 Hayabusa ECU.  USA, California model, European, Generic.  If you choose the wrong one you may have issues with ignition lock FI code popping up and bike not starting, simply select the correct one and reflash.

What is 5th gear dynomode?
This will allow you to dis-able ram air compensation in 5th gear on the dyno to further aid tuning as the dyno typically isn't capable of supplying enough air like you will have in the real world.

What is IAT dynomode 20C?
When running the bike on the dyno the under-tank temperatures can get much warmer then they do with bike cruising down the road.  This feature will set your Intake Air Temperature sensor to 20 degrees celcius so that hot air detected by the sensor doesn't lean out the fuel mixture on the dyno.

I flashed my rev limiter to 12,000 RPM but rev limiter is coming in much earlier.
There are a number of possible causes for this, the main one being faulty or jumpered out clutch switch.  The other being faulty or unlugged Gear Position Sensor (usually on race bikes).  Either of those 2 will cause the ECU to go into the neutral tables where timing, fueling, and limiters are different.  It is highly recommended never to bypass these sensors.

Can I re-calibrate my speedometer with ECU Editor?
Unfortunately no, the speedo signal goes directly from the sensor on the front sprocket cover to the gauge cluster.  The ECU has no reference to vehicle speed from the sensor.

ECU as engine kill features.
Can I set a different kill time for each gear?  I get this question very often.  No, the table you see to the right of the screen is a RPM table that will allow different kill times depending on what engine RPM you push the horn button if air shifting or pull up on the shift lever if using a quickshifter device.  For kill times it's better to start long and work your way shorter, if kill time is too short you can miss the shift, doing this too many times will result in transmission / shift fork damage.  On my personal bikes I find 50-60 milliseconds to work well.  Activtion is set by default to 5 milliseconds, this means you must either push the shift button or pull up on lever for minimum of 5 milliseconds before the engine will kill. I have never found a reason to adjust this setting.  Next shift is set by default to 500 milliseconds, this means that you can only kill the engine every half second.  This is used to prevent accidental doulbe tapping the shift button.  I have found the default setting to work very well.  For kill method I would always leave both ignition and fuel cut selected.



-- Edited by smithabusa on Friday 26th of March 2010 06:00:51 PM

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Can I tune my ABC maps...

Basically yes with current version, but we are moving towards loosing the BC maps and use DSM1 and DSM2 buttons for something more useful. Particularly with turbos and nitrous even thinking BC is ill adviced.

When thinking from dyno operator perspective the BC maps are just additional complexity and very few of the operators will even consider tuning BC maps.

In one of the future releases there will be "lock A permanently on" button or other method to keep A locked in. Already in current version 2.2 when the nitrous map is activated the A map is locked on permanently. The same will apply with one of the coming boostfuel modules.

With map A there is still MS0 and MS1 maps.

Currently one of the DSM buttons is reserved for nitrous control - there may be other uses for other button in near future.



-- Edited by PetriK on Friday 26th of March 2010 08:30:00 PM

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What AFR should I target for ?

Our target afr for all motor engines has been some time now 13.5:1. AFR over 16:1 will make the engine stumble so it looks like this WBO needs calibration. Alsoif the AFR is over 13.5:1 youll start to loose power and engine will not last long. On the other hand if you go below 13:1 then the engine will start to loose power.

If your bike shows "ridiculous numbers" there is possibility that the engine has catalysators still on. Possibly also pair may be letting some air into the exhaust. In any case the bike should be tuned with WBO connected to where the stock narrow band sensor is to measure from the front of the catalysators. Sometimes the tail pipe measurement device is not too professional, that means that it will "suck air" in between the exhaust pulses and show ridiculous numbers.

The stock engine is far from having a perfect AFR curve. The stock tune looks more like it is intended to keep the catalysators running hot with help from pair in stock configuration at lower rpms.

The stock narrowband lambda is good for tuning the IAP map, but for high power high rpm ranges we all need a decent WBO and a dyno.



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Can not install a new wersion e.g. move to 2.2 from 2.1...

Be sure to go to the control panel and uninstall the previous version of ecu editor first, before downloading the newer version, otherwise an "application can not be started" error comes up when the newer version tries to start.



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Vista / Windows 7 Users, to run ECU Editor as Admin:

Go to the file "Hayabusa ECUeditor for K2-K7, K8 & B-King models" and open the file the normal way you would do it.

Once you have it running hold down the keys "Crtl and Alt and Delete" then let go and Vista or Win 7 will pull up a screen giving you a few options. You want to click on "Start Task Manager".

The Start Task Manager program opens and usually it will have "Applications" showing 1st that are currently running. You should see "Hayabusa ECU......." under Task. Just to the right of "Applications" tab is a Tab called "Processes" click on that. This will show you all the .exe files. You will find "Hayabusa ECUeditor.exe" there. Right click on "Hayabusa ECUeditor" and click on "Properties"

When the "Properties" window opens click on the tab "Compatibility" and down at the bottom left you will see a Box you can click for "Run this program as an administrator" click on the box so it has a check mark and then just click the OK button.

Now you have done all that just close the "Windows Task Manager" window. Close your "Hayabusa ECUeditor......." program and then restart your "HayabusaECUeditor......." again but this time it should have a "User account control" window pop up, just click "Allow" and now your program should be up and running properly.


This video has some skips in it for some reason, but shows the process as well www.boostbysmith.com/Videos/run-as-admin.wmv

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Can I use the pair connector for some other device

Yes - it has permanent +12V and other terminal that is grounded when the ecu activates it. Remember this is good only for same amounts of current as pair valve, should not be more than 150-200mA. So it will drive a relay or led lights, but nothing more than that.

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How does the limiter settings work ?

RPM limiter sets the limiters to desired rpm where fuel injection stops. If softcut is enabled the actual limiter is around 100-200rpm:s lower than the indicated number. With hardcut only the limiter is set to the actual rpm limit.

The limiter setting rewrites the fuel and ignition limiters in relation to busa stock limiters for normal engine running conditions. Setting the limiters do not change the clutch limiter settings. Clutch limiter is set by default to around 10500rpm.

Removing the gear limiters removes also the 6th gear top speed limiter. Without deactivating the gear limiters the 6th gear limiter will be around 10300rpm.

The suggested setting is:
- desired RPM number on RPM limiter based on piston speed ft/sec (m/sec) that the components can take
- Gear limiter: Gear limiters removed
- Softcut or Hardcut: Fuel hardcut only



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My Engine Data stream is locking or freezing up when I rev the bike.
This one took a while to figure out, but your headlight must be plugged into the factory harness.  Having the headlight unhooked upsets the supply voltage possibly or the K-line data that feeds ECU Editor the engine data.

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I get an Error Message:  FDT.exe not found when I click FLASH THE ECU (ONLY APPLIES TO 02-07 FLASHING)
This means ECU Editor can't locate FDT on your computer.  Either you haven't installed it, or you haven't installed it into the proper folder.  The directory it should be installed if installing version 4.01 is:  c:\program files\Renesas\FDT4.01  (ANYTHING OTHER THAN THIS WILL NOT WORK).  During the install process of FDT please verify this is where its going.  If you install into the wrong location you can go back and copy the Renesas folder to the proper location, or if you are unsure how to do that, remove the program in control panel, then re-install correctly.

-- Edited by smithabusa on Monday 5th of April 2010 02:29:41 PM

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What is fast flashing mode ?

Fast flashing is a mode where all the fuelmaps are just integrated into one map. During flashing ECU just writes one memory area instead of four different memory areas making flashing process slightly faster. When fast flashing is removed, then the ecu again starts using all four maps.

When fast flashing is initiated the ecu and computer needs to be "synchronized". This means that the first flashing time will take more time than the next flashing times. If a new map is loaded to ecueditor or program is closed and then reopened the syncronization between ecu and computer is lost and normal flashing mode is resumed.

Fast flashing is beneficial only for fuel tuning. It does not change any other type of flashing faster.



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when editing fuel maps, using a compare map, what do the different colors represent...?

yellow....-1
pink.......-2
red........-5
light green...+1
yellow green....+2
green..............+5

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What is this FAQ thread for ?

This should be the primary source for trying to find answers to any ecueditor.com related questions.

As housekeeping item, Please no questions or comments on this thread, only post information that you feel is useful to the other users. To manage the quality of information I will try to make a consicious effort not to answer any questions posed on the FAQ thread. Instead any general questions related to the installation and use of ecueditor.com raised elsewhere will most likely get the question repeated and answered here on one message.

For bugs or feature requests, please use the related software version thread. For general tuning advice, in most cases youll be best catered on other boards.



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Can I make all the ignition gear maps the same so that I dont need tre anymore

When you first time go to modify your gear maps and you press OK to unify maps, at that moment the gear groups are unified and all cylinder specific maps are also brought to the same. This means that you dont need tre anymore. This so called ignition main map will be then the main tuning point.

Some experience from past tells that the ignition group1 which is as stock used for lower gears may be better for launching the bike (e.g. my personal bike is very knock prone at lauch with group3 and some feedback from riders also tells that group1 is faster to launch). Therefore the newest ecueditor defaultsts the group1 instead of group3.

As stock gear1=group1, gear2=group1,gear3=group1,gear4=group1,gear5=group1,gear6=group2 and clutch has a separate ignition group which has not been tuneable in the previous ecueditor versions.

After you start using ecueditor for ignition tuning the groups are set to: gear1=group1, gear2=group1,gear3=group1,gear4=group1,gear5=group1,gear6=group1 and clutch=group1.




-- Edited by PetriK on Saturday 29th of May 2010 07:00:36 AM

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How do the Secondary Throttle Plate tuning maps work?

  www.boostbysmith.com/Videos/gen2ecu2-stp-tuning.wmv



-- Edited by smithabusa on Sunday 30th of May 2010 03:52:22 PM

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How does the injector balancing maps work?
  www.boostbysmith.com/Videos/gen2ecu3-injector-balancing.wmv

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Initial Setup for ECU Editor, new video
 www.boostbysmith.com/Videos/gen2ecu1-setting-up.wmv



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This topic will continue here http://www.facebook.com/topic.php?uid=133860313347043&topic=34 where we have bigger control over the board to be able to do the housekeeping

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The facebook is a good idea (I suppose), however, keep in mind that many, if not most all businesses block access, thus greatly reducing breaktime and lunch time contribution if the majority of technical interactions are moved to Facebook.

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sportbikeryder wrote:

The facebook is a good idea (I suppose), however, keep in mind that many, if not most all businesses block access, thus greatly reducing breaktime and lunch time contribution if the majority of technical interactions are moved to Facebook.



VERY GOOD Point! I had Not thought about that, My Company Blocks Facebook, Tweeter, MySpace, Ect as well. However, I can still access these Sites From my DroidX. biggrin Hopefully others Can/Will too?
Good Food for thought though John! confuse

 



-- Edited by ToXSicK RoCKeT on Wednesday 23rd of February 2011 08:43:20 PM

-- Edited by ToXSicK RoCKeT on Wednesday 23rd of February 2011 08:33:05 PM

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08 Busa AKA: }ToXSicK{


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will users be able to post on the ee2 facebook page?...marc..

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09 busa.????? now what....still got what it takes.......!

I got what you need...!
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www.marc@poweredbyford.com

 



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You can always use ecueditor to post the latest news... wink.gif. When typing on the screen for the first time it authenticates the user and then you can type directly to ecueditor.com.

Currently the information to too scattered accross different forums. Additionally there seems to be no control over the postings on this forum either based on the spam seen over here - so an end user friendly site is needed for end user support.

For development of stuff I guess the ecuhack can not be replaced.

Lets see how things evolve over the time.



-- Edited by PetriK on Wednesday 23rd of February 2011 06:47:19 PM

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