V3 Studio 3.066 (Updated firmware for Classic)

V3 SOFTWARE
1

There is a new software version with new features and bug fixes.
This version includes beta firmware for EMU CLASSIC with CAN BUS support (more info in post below). Also the rev limiter has been hysteresis was implemented (see the short video how parameters changes the exhoust sound at rev limit).

Updated firmware for Classic (3.066.01). Fixed Analog 3 input readings.

Firmware 3.066.01

More information can be found in the change log.

https://www.ecumaster.com/files/EMU_BLACK_V3/V3StudioSetup_3_066.exe

EDL firmware 1.27 → EDL 1.27

Change log file: https://www.ecumaster.com/files/EMU_BLACK_V3/changeLogV3.pdf

Short video with different rev limiters settings

CHANGE LOG

Client:

• Separate configuration files are now maintained for EMU BLACK and EMU CLASSIC ECUs.

• Fixed Scope window refresh issues.

• Fixed parameter range (0–16000 RPM) in function operator Hysteresis.

• DSG-related options have been removed from EMU CLASSIC.

• Fixed an issue where assigning a single ignition output to multiple cylinders generated an unnecessary warning message.

• EMU Classic options are no longer visible in EMU Black projects.

• EMU Classic Ultratech variant is now properly detected.

• Ignition Outputs 4, 5 and Analog Outputs 1–4 now display correct pin descriptions in the parameter list when EMU Classic is selected.

CAN BUS:

• Added support for EMU CLASSIC CAN BUS Module.

• Added CAN output support for Nitrous outputs.

• EGT2CAN reception can now be disabled.

• CAN Input IDs reserved by internal strategies (e.g. OBD, EGT2CAN, TurboLamik TCU, etc.) can now be used by User CAN when the corresponding strategy is disabled.

• MK60 ABS/DSC initialization frame (CAN ID 0x610) is now transmitted in BMW E46 and MINI CAN streams.

• Fixed CAN brake switch reception for Ford Focus RS/ST CAN stream.

• Fixed an issue where MPX data could be transmitted even when MPX support was disabled.

• CAN stream for 3rd-generation Suzuki Swift has been updated.

• DSG DQ500 Gateway messages are now properly disabled when Gateway Emulation is disabled.

FUELING:

• Extended lambda sensor measurement range from λ 1.89 to λ 2.50.

• Extended Lambda Target Table range to λ 2.50.

• “Disable Fuel Delivery” now also disables Prime Pulse.

REV LIMITERS:

• Added RPM hysteresis parameter for Rev Limiter and Launch Control strategies, allowing users to create different exhaust sound characteristics during limiter operation.

• Rev Limiter Fuel Correction now supports both enrichment and leaning of the air-fuel mixture.

OTHER:

• VSS is now displayed correctly on eDash when using the BT CAN Module.

2

CAN-BUS Support for EMU CLASSIC

The EMU CLASSIC does not feature integrated CAN bus support. To connect the ECU to a CAN network, an external CAN-BUS Module is required.

The CAN-BUS Module provides CAN bus communication capabilities and includes four built-in analog inputs that can be used for connecting sensors or switches. In V3 software, these inputs are mapped as CAN Analog Inputs #9 through #12 .

Compared to the EMU BLACK, the use of an external CAN-BUS Module introduces certain limitations when configuring CAN-based strategie s.

CAN ID Limitati ons

The primary limitation is the number of unique CAN identifiers that can be received by the module.The CAN-BUS Module supports:

  • 8 standard (11-bit) CAN IDs

  • 4 extended (29-bit) CAN IDs

Whenever a CAN-based feature is enabled (such as CAN Switch Board, Keypad, User CAN, etc.), the required number of CAN IDs is automatically alloca ted.

The number of remaining available CAN IDs can be monitored using the following log chan nels:

  • CAN Free 11-bit IDs

  • CAN Free 29-bit IDs

CAN ID Allocation Priority

CAN IDs are allocated according to the following priority order:

  1. CAN Switch Board

  2. Internal IDs

  3. Vehicle-Specific Streams

  4. User CAN Streams

Internal CAN IDs

Internal CAN IDs are allocated automatically depending on the enabled features and may i nclude:

- MPX data (1 id defined by user)

- PMU analog 9-16 (1 id 0x66a )

- Keypad (1 id, user define d )

- DBW control (1 id defined by us e r)

- ECUMASTER GPS (1 id 0x401 or 0x 6 47)

- ECUMASTER Wheel speed to CAN ( 1 id 0 x 663)

- Haltech lambda controller (1 id 0 x2b1)

- OBD support (1 id 0x7df)

- PMU keyboard (1 id , 0x662)

- ECUMASTER Lambda 2 CAN (1 id, 0x664 o r 0x644)

- ECUMASTER EGT2CAN (2 id s, 0x6 6 0, 0x661)

CAN Bus Bandwidth Limitation

A second limitation is the maximum CAN transmission throughput, which is approximately 720 CAN f rames pe r second.

To evaluate CAN bus utilization and detect potential overload conditions, monitor the follow ing log channels :

  • CAN Bus Overload

  • CAN Bus Load

Compatibility

Apart from the limitations described above, CAN bus functionality and configuration are identical to those available in the EMU BLAC K .

4

Hello! Maybe I missed something, but is there an opportunity to choose some menu positions pick to favorite just to for shortcut to them?

It can be useful let’s say for 5-10 menu (ing table 1,2; ve table 1,2; and etc) in Favourite group of params.

5

Little bug in descriptions of Engine noise corr. - for every cylinder of opened tables, Y-axis is described for cyl 1.

6

I’m currently planning to convert a Honda D16Z5 engine to an EMU Classic setup using an OBD1 distributor. My question is whether a primary trigger is already available for Honda. It’s a Honda 24+1 trigger type

7

It is standard trigger. Just selct n+1 and choose 24 tooth.

8

For Honda distributor, set a 12 tooth for the primary trigger and a 1 tooth for the secondary trigger.

9

Hello!
Is there any update on increasing the actual rev limiters to 16000 RPM or higher?

Just tested the new V3 Studio with 3.066 and the highest actual RPM before the rev limiter starts is still 15000 RPM, even though the tables since before can be calibrated up to 16000 RPM.

v3Studio_3_066_rev_limiter_max_15krpm
v3Studio_3_066_rev_limiter_max_15krpm1559Ă—822 58.5 KB

Is it possible to fix this issue? I would really need the extra 500-1000 RPM in order to be competitive in my race class.

20260531_1645_v3studio_3_066_rev_limiter_max_15krpm.emublog3 (92.2 KB)

10

Not sure if software related, but on my last drive I noticed CEL for WBO and looking at the log during a full throttle pull, I saw WBO RI rise from a steady 0.8v up to 2.5v. Restarting the car fixed it but then it happened again after a few minutes.

20260531_2219.emublog3 (2.2 MB)

image
image1648Ă—501 45.1 KB

11

Where is the probe installed ? The heater works on 100% and the WBO probe temperature drops. Thats the reason of the CEL, sensor too cold

12

I will build new firmware with the fix

13

It is down at the end of a long 4-2-1 manifold, so that makes sense, is there anything I can do? Or a way to take the sensor out of the error state without restarting the car? I also notice IP voltage seems to jump quite quickly between around 1v and 5v constantly. Not sure if this is normal

14

It appears the DSC switch on the R53 is no longer activating CAN Switch 20, and the DSC triangle on dash stays on. According to the switch CAN log, CAN Switch 20 is permanently on. However, If I go back to 3.065 the dsc switch works fine and dsc light on dash turns on/off with the toggle.

15

Can we please just put rev limiters back to where we can set our own interpolation of cut %? This is no longer a soft cut, just an adjustable hard cut. I’m still running on old firmware because of limiters, but am missing the eDash functionality.

16

Upgraded a stepper idle car to v3 and it seems that stepper calibration does not initialize until cranking. This makes the car die after first start. I set a start delay so stepper has time to calibrate and it starts fine.

17

I think it is connected to the change with initialisation of ABS module added to latest firmware.

We will work on that issue.

18

I don’t know why it is not soft in your case. In the video above you can hear how fast and smooth can be the rev limiter.

It is not possible to revert to old style :(, as this rev limiter works on very different basis, and it is also used by Launch control and other strategies.

19

The stepper should setup immediatelly after power up.

Maybe it takes a lot of the time to park (calibrate the 0 pos) and go into cranking position ?

What do you see on the log ?

The sequence is as follow. When you switch ignition on the stepper parks (moves about number of steps defined by Stepper steps range to make sure it is in 0 position).

Then it moves to cranking DC position.

20

Try the latest version when you can reduce fuel dose in control range (it is proportional)