It seems I cannot input the correct amounts for gear ratio’s compared to v2, unless I dont understand how its changed, the max value it 14, and on v2 I need much higher
Does anybody else got the problem that using paddle shift with DQ500 changes sometimes 2 gears instead of 1 (down or upshift doesn’t matter)
The calculations are different for v2 > V3, there is a gear ratio channel, you can set the ratios for each gear by driving it, I did mine on axle stands while stationary and observing the gear ratio channel then input it into the gear specific ratio box.
3.039G responded worse that 3.039F. Since it wouldn’t let me flash back to 3.038, I tried to flash the last build of V2 on. It successfully flashed but then crashed on my laptop. It would no longer connect to the ECU on V2. I opened V3 again and it has able to connect to the ECU and see V2 loaded on it and was asking to upgrade to V3. I uninstalled V3.039G and reinstalled V3.038 and went to reflash. I was greeted with this error.
I retried 039G one last time and got the same error. Now everytime I open the software I get this error code.
It worries me that the ECU is now bricked.
I think it could be a problem with your laptop (drivers, etc).
Try another laptop if you can. It is not easy to brick the device.
Also it could be issue with the USB cable.
It would be useful option to import maps or an entire section from another project if it is possible. Right mouse button and in drop down menu is option “Import data from another project”. Nothing new but useful option that helps to save some time.
I had a strange issue today, but have only been able to replicate it one further time.
If the EMU USB cable is connected to the laptop, but the EMU client is closed, and you turn the ignition on - Windows would completely freeze/hang. Only way back was to power off the laptop. Likely something with the driver. This was on 3.039f.
I’ll try again tomorrow a few times and see if it can be replicated, this is the same laptop that has always been used, W11 23H3, etc.
If there is no application and your system freeze it must be connected to the windows driver. It is as it is. Sometimes you need to restart windows to make things working again.
I tried reinstalled drivers and a different cable with no success. I unplugged both connectors from the ECU for about 30 minutes and plugged it back and 3.039G was able to connect and show life data. I reflashed 3.039 onto the ECU and the car started and everything logs like before. Not sure what exactly happened but it seems to be all good now.
I know this is not new to the 3.039
However can someone explain the boost control range table for me?
On v2 I just used closed loop and error correction and it worked great. I think I understand the theory behind the control range in v3 but I don’t fully understand.
My v2 duty cycle map was made with the error correction accommodations in place, so if I convert the table it will not be exact. So just want to know what I’m starting with to control it besides using the pid.
Just wondering what “Max TPS to read sensor” is meant to do with flex fuel. Does this mean at 85%, it will disregard the flex fuel reading? I’m a bit confused what the purpose of this setting would be, I thought Ethanol content should always be active.
I think there is big problem with idle control, when i put 0 on pids for idle ignition control, idle airflow stop working, if i leave pid on, but put 14 degree max and 14 degree min idle ignition then also airflow % not working.
first time when i deactivated idle ign control i gradually increased idle till aprox 2220rpm then i had to switch off ignition to be safe…
It is how it works. Airflo PID control is based on ignition angle error, as the ignition angle is a primary control for IDLE. So in the case you do not use PID for ignition the Airflow PID also doesn’t work.
It has great advantage that both pids doesn’t fight against each other, and airflo PID try to minimize ignition angle error.
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The fuel sometimes can cavitate in fuel lines when there is a high fuel flow so it can cause false readings. This feature is to prevent this
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For boost you need to build Duty cycle feedback table first,
For given boost target you enter the DC required to achieve this boost at different RPM.
It is the most important table.
Then you build Boost target table to keep good car drivability (lower boost on smaller throttle openinings).
After that you can enable PID. The most important thing is the control range. The PID works only in the control rage (eg. 20-30 kpa under the target boost). It prevents the PID controller to saturate when the boost is built.
Hey @Jadzwin_ECUMASTER. Looking to have V3 and running on a JDM Subaru 2003 STi. Trigger pattern was always supported by V2. Wondering if there’s any support in V3 for this engine. 3 cam sensors. One of them was needed to be wired into VSS.
Yes it is supported as in V2
Hi, I’ve not posted for a while, been busy doing some hardware changes 
I’m now using bosch 980cc injectors (better spray pattern for 1.8t) and have fitted a fuel pressure sensor in the rail. I have also change to Map ref + fuel pressure to help with fuelling control. Anyway this is my first cold start (UK isn’t that cold yet) on 3.039 
1.8T_AGU_980ccm_rev01_221024.emub3 (61.3 KB)
20241111_2047_COLD_START_01.emublog3 (621.6 KB)
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