New EMU PRO software version 261.2.2 public release
We are pleased to announce the public release of EMU PRO software version 261.2.2. This update includes multiple new features and enhancements compared to the previous official version 226.4.2.
New features:
Added Base Map Loader (File / Load Base Map…) – see the how-to guide
Added Export / Import of part of the project – see the how-to guide
Project Comment – view/edit a saved comment via a new panel or Tools / Set Project Comment… (requires ECU firmware 261.1 or later)
Engine Check light – added settings to enable or disable individual error codes
Added “Trigger Primary Sensor Pulse duration min [μs]” parameter to ignore small interferences on the primary trigger input
Added Tools / Clear all DTC codes – sends an OBD frame on CAN2 to clear all DTC
Added Engine Kill functionality – Devices / Kill Engine or Shift+Ctrl+K (requires ECU firmware 261.1 or later)
Added menu command: Devices / Disconnect (or the Shift+Ctrl+D shortcut)
Added native support for Ecumaster CAN Switch Board / Wireless Racing Panel / CAN I/O module
Added new CAN-controlled gearbox strategy (GM 8L gearbox support, DSG alternative control)
Added low-pressure fuel pump over CAN support (GM Alpha platform)
Added “Automatic” cylinders cut method
DBW Target now has separate Max rate tables for opening and closing
Added extra Idle Air flow Correction tables for Coolant fans and Air conditioning activation
Paddle shift: added actuator recentering after shift
Added a “Save DBC File…” button to the Project Tree / CANbus Transmit Frame dialog
Added Tank 2 fuel level sensor and Radiator coolant temperature sensor
OEM CAN Streams:
Added Chevrolet Camaro SS VI (GM Alpha platform) Stream
Added Corvette C7 Stream
New triggers support:
Subaru FA24DIT: 36-2-3 (we recommend setting ‘Gap detection’ to ‘High compression ratio decoder’ to properly decode this trigger wheel in cranking)
Dodge Neon – decoded as a 16-2-2-4 signal, so make sure to select the proper ‘Primary / Sensor / Edge’
New primary trigger decoders for wheels located on the camshaft (must be connected to the primary trigger input Digital 1): CAM N-1, CAM N-2, CAM N-3, and CAM N+1
Not 100% sure what you’re after (the switch setup or the table setup). For a topic like this you might want to start a new thread.
I’m assuming you want to know how to set up something like the main fuel table. Right click on it and select Modify Axis → Z Axis Wizard and select 4d. If rotary you would assign the rotary positions like 1-2-3. If you want a simple on/off you could set the table up as Min 0 Max 1 and set your steps to 1. Do this for the tables you want to change up. Your Z axis channel will be your input.
Also note you have unused correction tables as well. So Not fully knowing what you want I’m not sure what to help with.
In the pic you can see the table has 3 modes based on the Zaxis value.
@Jan_Matlag_ECUMASTER Can you please also add the icon to open the Tune Display just as in the V2/V3 software? Otherwise we always have to open tools and than tune display or pres F7.
The sensor in the head does not measure the coolant temperature directly. But you can use the head temperature on the Temperature target axis to lower the target value for a greater cooling demand if it rises too much.
Idle air flow PID - custom activation channel. Used for configurable open loop air flow with clutch, speed, etc.
Custom outputs - frequency mode - increase max frequency value, currently 8000Hz. Our tach output works at 3 Hz/RPM at 9000rpm, so I hope you can raise the customizable frequency output value to similar. This will allow us to display rotary switch position, error codes, ethanol content, etc on the tach without hardware changes.
That can be a problem.
Are you sure that factor is correct?
27 kHz for a tach doesn’t sound right.
Which car is that?
The problem with increasing the PWM frequency is that it can destroy the output if used with too much load, and we don’t really have protection against that.
It’s definitely wise to protect your hardware. SW20 MR2. We can bring the factor down with resistor changes on the tach board, In fact now that I think about it, I bet our guys have been doing the V6 scalar mod to all of these, if they left them stock it would be 2Hz/RPM. How high can you comfortably raise the max value? I’ll have to tinker with the resistor values to see how low the factor can go before the tach starts behaving unpredictably.
It triggers on high voltage from the ignition coil.
That means the factor should be 4 pulses per engine cycle.
Assuming a distributor on a 4-cylinder engine.
That comes to 0.03 Hz/RPM
The resistor mod doesn’t change the frequency factor.
The mod changes the triggering from high voltage to a 12 V signal.
You’re right, I was confusing minutes and seconds haha! The tach works correctly when we enter 3.00Hz/RPM, so I suspect the units on the Tacho tab are incorrect and I’m going to use that as an excuse.
I’ll play around with the current 8000Hz limit then, shouldn’t be a problem! Thanks.
We do change a different resistor for scaling, but that point is moot now.
Rolling in gear, the PID controller can go negative and when the clutch is pressed, the engine will die. There are workarounds to this for sure, like target corrections and I term limits, but it would be great to be able to disable the airflow PID with a custom function. I recall seeing other threads in the V3 forums discussing open loop airflow when clutch is pressed, and maybe DSG related as well? I’m sure there are more use cases for this.
