Evo X ROM disassembly/interpretation discussion
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From: michigan
I moved onto the boost control subroutines for now. The boost control algorithms are identical to the Evo 9, just coded in the m32r language. I've written ECUFlash definitions for all tables and passed them on to Tactrix.
As a side comment, since the Evo X already has a 3-bar MAP sensor, it should be a piece-of-cake to convert to psi-based boost control.
As a side comment, since the Evo X already has a 3-bar MAP sensor, it should be a piece-of-cake to convert to psi-based boost control.
Nice work!.. I'll check out the the evo 9 forums to find out how it works. Have you determined the roll of the map sensor?
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Well, I got back into it again this evening. I found the MAF Hz RAM addresses. In the Evo 9 ROM, this would lead me to the airflow/Hz (MAF scaling) table. Didn't work with the Evo 10. Then I used the injector scaling value to try to lead me to the MAF scaling table, but that didn't work either. Best I can tell right now is that there is no MAF scaling. This suggests to me that the car is SD-based, at least for open loop driving. This reconciles with the Z-chip which alters the MAP signal to change performance.
Well, I got back into it again this evening. I found the MAF Hz RAM addresses. In the Evo 9 ROM, this would lead me to the airflow/Hz (MAF scaling) table. Didn't work with the Evo 10. Then I used the injector scaling value to try to lead me to the MAF scaling table, but that didn't work either. Best I can tell right now is that there is no MAF scaling. This suggests to me that the car is SD-based, at least for open loop driving. This reconciles with the Z-chip which alters the MAP signal to change performance.
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A Japanese magazine did an article on ECUTek for the EvoX and in there they showed most of the maps that need adjustments when tuning an EvoX. They showed a picture of a 2D map called "MAF Compensation", the values were listed as "value" so it was an incomplete map. I attached the scan of the map, maybe you can work something out with the values listed in there?
Sorry I don't know the length but by looking at the graph in the article, it looks to be from 0 - 1000 on one of the values and 0 - 40000 on the other.
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No prob. I found the table. It scales an ADC input that reads an unknown (to me) sensor. Its still not obvious that the scaled value is any sort of MAF compensation. Need to do more analysis.
Last edited by mrfred; Jan 17, 2009 at 06:56 PM.
Attached is another interesting MAP in ECUTek that hasn't made it onto ECUFlash yet. It's the "Desired Engine Load" map and there are 3 of them (like most other maps). The article says that if you do not raise these numbers, you can throw CELs on a tuned ECU. It also says that if you raise the numbers too high on a SST equipt EvoX, it causes the transmission to shift harder like dumping the clutch on a manual transmission each time you shift.
SiC.
ECUFlash have had those for awhile, those are the boost desired engine load tables.
That table + Boost Desired Load Offset = Target Load for the boost control error correction system.
The larger image in that article is #1 from the MR/SST rom. It limits boost around 3000-5000rpm in 1st gear. (notice the dip there)
Here is GSR(right) vs MR(left)
ECUFlash have had those for awhile, those are the boost desired engine load tables.
That table + Boost Desired Load Offset = Target Load for the boost control error correction system.
The larger image in that article is #1 from the MR/SST rom. It limits boost around 3000-5000rpm in 1st gear. (notice the dip there)
Here is GSR(right) vs MR(left)
Last edited by GST Motorsports; Jan 17, 2009 at 06:50 PM.
SiC.
ECUFlash have had those for awhile, those are the boost desired engine load tables.
That table + Boost Desired Load Offset = Target Load for the boost control error correction system.
The larger image in that article is #1 from the MR/SST rom. It limits boost around 3000-4500rpm in 1st gear. (notice the dip there)
On GSR 5spd all 3 look like this:
ECUFlash have had those for awhile, those are the boost desired engine load tables.
That table + Boost Desired Load Offset = Target Load for the boost control error correction system.
The larger image in that article is #1 from the MR/SST rom. It limits boost around 3000-4500rpm in 1st gear. (notice the dip there)
On GSR 5spd all 3 look like this:
The article made it seem like it was directly related to the SST. It was actually Boost Load Offset #3, the article writer must've been totally lost or the tuner doesn't know how to use boost correction LOL
Last edited by SiC; Jan 17, 2009 at 06:54 PM.
The numbers in the article are the suppose to be from the stock JDM SST rom. When I check the values, they do not match up to the values in the Boost Desired Load Offset. Could it be a different map that looks similar to the Boost Desired Load Offset? From the article, it seems to be directly related to the SST.
Could be different tables but I doubt it.
Matching the gear based table on the MR with the primary table, therefore raising the boost made the trans shift quicker because of the higher load produced by the higher boost and of course it went quicker through 1st gear because of the power change.
I've learned to never trust magazine articles. Those tables could be modded as well. They are using the same name and they look the same. Some of the higher RPM's match the BDEL tables I posted. Very close.
Could be different tables but I doubt it.
Matching the gear based table on the MR with the primary table, therefore raising the boost made the trans shift quicker because of the higher load produced by the higher boost and of course it went quicker through 1st gear because of the power change.
Could be different tables but I doubt it.
Matching the gear based table on the MR with the primary table, therefore raising the boost made the trans shift quicker because of the higher load produced by the higher boost and of course it went quicker through 1st gear because of the power change.
You are 110% correct
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A few weeks ago, I was doing some analysis of the fuel routines, and came across the table below. Clearly a table vs MAP and RPM is interesting and suggestive of a speed-density controlled fuel system, but at the time when I was looking at it, I was expecting a MAP vs RPM table to be a VE table with values decreasing at higher rpms. After looking at it a bit further and discussing it with some people, it was suggested that its not a VE table but rather an airflow rate table. This makes perfect sense because the rate of increase in the values decrease after about 4000 rpm which is what would be expected as the VE drops off. Anyhow, it definitely seems that the Evo 10 is speed density based for some aspects of operation. My thought is that its speed density for normal open loop driving as the Z-chip modifies the boost signal in order to change the tune of the car. If the Evo 10 were not SD-based for open loop driving, then the Z-chip would have no effect.
If anyone is interested in looking at this table or tinkering with it, I put it in the latest version of ECUFlash for the USDM Evo 10 GSRs, but in a disabled state. You'll need to make a few changes to the 52680015.xml file to make it visible. See this post:
https://www.evolutionm.net/forums/ec...ml#post6476121
If anyone is interested in looking at this table or tinkering with it, I put it in the latest version of ECUFlash for the USDM Evo 10 GSRs, but in a disabled state. You'll need to make a few changes to the 52680015.xml file to make it visible. See this post:
https://www.evolutionm.net/forums/ec...ml#post6476121
A few weeks ago, I was doing some analysis of the fuel routines, and came across the table below. Clearly a table vs MAP and RPM is interesting and suggestive of a speed-density controlled fuel system, but at the time when I was looking at it, I was expecting a MAP vs RPM table to be a VE table with values decreasing at higher rpms. After looking at it a bit further and discussing it with some people, it was suggested that its not a VE table but rather an airflow rate table. This makes perfect sense because the rate of increase in the values decrease after about 4000 rpm which is what would be expected as the VE drops off. Anyhow, it definitely seems that the Evo 10 is speed density based for some aspects of operation. My thought is that its speed density for normal open loop driving as the Z-chip modifies the boost signal in order to change the tune of the car. If the Evo 10 were not SD-based for open loop driving, then the Z-chip would have no effect.
If anyone is interested in looking at this table or tinkering with it, I put it in the latest version of ECUFlash for the USDM Evo 10 GSRs, but in a disabled state. You'll need to make a few changes to the 52680015.xml file to make it visible. See this post:
If anyone is interested in looking at this table or tinkering with it, I put it in the latest version of ECUFlash for the USDM Evo 10 GSRs, but in a disabled state. You'll need to make a few changes to the 52680015.xml file to make it visible. See this post:
the scalings have been adjusted .. its MAP value .. x/300-1
These numbers are overinflated ..
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I'll have to take a look at the scaling for the values in the table. The MAP scaling you mention is interesting. The "1" at the end suggests a gauge pressure rather than absolute pressure. I'm sure the ECU works in absolute pressure though.