V3 studio 3.068 [LATEST VERSION]

V3 SOFTWARE
21

I’m writing here again because, after a year and a half, I still haven’t been able to solve the problem that started after a specific V3 software version.

At first, I genuinely believed that the issue was mechanical. The amount of smoke coming from the exhaust was so extreme that I thought the engine had serious internal damage. For this reason, I opened the engine twice to inspect and verify everything.

Over the last year and a half, I have checked every possible aspect of the car:

  • complete wiring and electrical connections;
  • ignition system;
  • injectors and fuel system;
  • sensors and calibrations;
  • fuel pressure configuration;
  • injection settings and timing;
  • complete remapping of the ECU;
  • mechanical components and engine internals.

I even sent the ECU to Poland for inspection to make sure there were no hardware problems.

During this period, I tried every possible calibration and every adjustment I could think of in order to adapt my setup to the V3 software logic.

Unfortunately, despite all these tests, the problem is still present.

What I want to make clear is that the mechanical damage that appeared over time was not the starting point of this story. The engine was subjected to almost a year of abnormal operation while I was trying to understand and solve a problem that appeared after that software version.

After opening the engine twice, checking every mechanical component and verifying the entire electrical system, I no longer believe that the root cause is mechanical.

Today, the situation has improved thanks to the corrections and adjustments that I personally made, but the engine still behaves in a way that I cannot explain. The combustion is still not correct, the exhaust gas temperatures are still higher than expected and I still cannot understand what continues to alter the fuel behavior in these specific conditions.

My question is very simple:

what exactly changed in the V3 software that could produce such a different behavior on my engine?

After a year and a half of tests, repairs, recalibrations and inspections, I honestly do not know where else to look.

I’m not writing this message to assign blame to anyone. I’m writing because I have reached the point where I need to understand what is happening and how I can finally use my car again after all this time
Over the last year and a half, I have collected logs covering the entire evolution of this problem, from the very beginning up to the present day.

If necessary, I can share any logs, calibrations and recordings from this period, showing all the tests and all the different solutions that I have tried in order to understand and solve this issue.

During this year and a half, I have tested every possible electrical, mechanical and calibration-related solution that I could think of, yet the problem is still present today.

For this reason, I would simply like to understand whether there is something in the V3 logic, fuel model or synchronization strategy that could explain this behavior on my particular setup.
**After a year and a half, thousands of euros spent on insurance, taxes, repairs and testing, I have reached the point where I need to decide whether to continue investing time and money in this ECU or move to a different solution. I sincerely hope we can find an answer before reaching that point.

22

About IdleAirflowCustomCorr, it appears that the log still shows it as active even after idle control has been turned off.

I have set it to use the same activation condition (Fn5) as the fuel correction, yet the fuel correction turns off correctly.

Since this correction seems to function only when idle control is active, it would be helpful to have a correction map that allows for air correction independently.

23

Hi, is there option to change device name for ecumaster black? Ecu was installed on test car and now it will be on different car and need to change device name.

24

Can you unlock the fuel pressure error correction table ? In its current state with fixed correction percentage its more harm than usefull. When running the fuel system on its limit its always overcorrecting and making the ve table borderline untunable.

25

I’m having an issue where when checking timing with a normal non adjustable timing light (INNOVA 3551A) it only reads half of commanded at the crank. like if I lock it at 20° it reads 10° if I lock it at 10° it reads 5° and 0° is 0° reading the signal of of a ht lead in between my coil pack and the sparkplug

26

Have you checked your trigger edge type, (rising or falling) polarity?

27

could that cause the halved actual timing issue I’m having? and what exactly do I mean check I’ve checked that primary and secondary are both falling. I could I tell Wich one is correct

28

I found the way to do it in Devices file, but not in software.

29

U should describe ur problme and add log and project file.
I understand that u must be very desperated, but u spend a lot of words in ur post without meaningful informations. If u wnat people to help u, u should focus onthe relevant things. No offense…just want to help u.

30

@Jadzwin_ECUMASTER where do i enable egt to can on ver3?

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31

I can share the logs and the calibration again if needed.

The problem started around March–April 2025, when I switched to full sequential injection and installed a 1:1 fuel pressure regulator. Before that, the car had been running well for almost three years.

Since then, I have been fighting with intermittent rich-running and smoking issues. Sometimes the engine starts and runs perfectly, while the next day, without changing anything, it runs extremely rich and smokes heavily. Then, the following day, it may run perfectly again.

I checked the wiring, moved the IAT sensor to different positions, checked the ignition system and injector wiring, rebuilt the engine after a failed oil-control ring and verified the fuel system, but the problem remained exactly the same.

I also measured the injectors and created my own dead-time and flow data. With my values, the engine runs worse at idle but much better while driving. With the Ecumaster wizard values, idle improves, but as soon as I touch the throttle, the engine becomes extremely rich and starts smoking.

Another strange thing is that I disabled all the fuel corrections and compensations that I could find, but the ECU still seems to continuously modify the fueling. For example, changing the lambda target still changes the engine behavior significantly.

What I cannot understand is that the pulse width remains almost identical regardless of the changes I make to dead time and flow, while the engine behavior changes dramatically.

At this point, I suspect that there may be something related to the interpolation between airflow, injector characterization and fuel pressure, because the airflow values themselves seem reasonable, but the amount of fuel delivered does not.

If possible, could you also share how you configured the airflow and fuel model on your setup? I am not trying to copy your calibration, I would simply like to compare the logic and understand whether I am missing something fundamental.

I can provide both calibrations if necessary. With the Ecumaster dead times, idle quality improves, but the engine becomes extremely rich as soon as throttle is applied. With the dead times measured from my injectors, idle quality gets worse, but the engine behaves much better while driving. This makes me think that the issue may not be the dead-time values themselves, but how the ECU interpolates fuel delivery under different operating conditions.
last test.emub3 (71.1 KB)
last test log.emublog3 (1.6 MB)
note the log contains test and changesthat i made while trying to stop the engine smokeing during a hot clt temperature…when cold is not a good start but i changed at baro referenced

32

For reference, the engine setup is the following:

  • Audi A3 8P 3.2 VR6 BUB engine.
  • Full sequential injection with Ecumaster EMU Black.
  • Rothe Motorsport intake manifold.
  • Donkey Tech twin-scroll exhaust manifold.
  • Holset HX35 turbocharger with a 14 cm² turbine housing.
  • Bosch Porsche injectors, part number 0280158123.
  • Water-to-air intercooler system.
  • 50 mm blow-off valve.
  • 50 mm external wastegate.
  • 1:1 manifold-referenced fuel pressure regulator.

The car ran well for almost three years with this general setup, and the problems only started around March–April 2025, after the switch to full sequential injection and the changes to the fuel-pressure strategy.

I am adding these details only to provide a complete picture of the setup, in case some combination of components or calibration strategy may be relevant to the issue.

Thank you in advance for your help and interest. Whether we find the solution or not, I genuinely appreciate the time you’re taking to help me investigate this problem.

33

I had a look on ur log, but it would be more useful if u make a clean log…one situation where u say engine is running good…one were its is not behaving as expected.
If i understand u right, ur main problem is temporarry rich running engine. Right?
But i cant see that in the log. It mostly ran well. I see one stalling after a throttle tap.
Ur Accenrichment is nonsens:

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E.g. this makes no sense.
I also see u short term trim deactivated. Why?

If u say it started all with fuelpressure regulator update, i would assume fuel pressure issue.

34

+1 on this. Please unlock fuel pressure error correction table and let it be user controlled. Sometimes it need a slightly different correction

35

in the file you upload fuel calculation is baro referenced and not map referenced 1:1 as your fpr

36

Thanks I also had some doubts about the fuel-pressure side of things and, after reading your comment, I decided to try another test.

The fuel-pressure regulator had already been checked with an air pump and I already knew that it was working correctly, but the doubt was still there, so I tried something different.

I switched everything to BARO reference, disconnected the vacuum line from the regulator and used my dead times derived from the output tests.

The interesting thing is that, with this setup, the engine seems to run much better. A few months ago I had already tried BARO reference without completely solving the issue, which is actually one of the reasons why I installed the adjustable regulator in the first place.

For now, I’ll keep testing with this configuration and record some clean logs. I can probably also re-enable some of the enrichments that I had disabled while trying to isolate the source of the problem.

Let’s see what happens over the next few days. I’ll send you some cleaner logs and hopefully I’ll be able to understand where the issue is really coming from.

37

If you have changed injector dead times you will need to redo the fuel map

38

In the project u posted, there is also baro referenced set. In the end u should not choose with what ur engine runs better, but what is actually physically present. Even if its behaving worse. It just might cover ur real issue in some situations.

Where is ur reference line connected to?

Do u have just issues in idle or also with higher load? Ur deadtimes dont look that wrong. The higher the load, the less relevant the deadtimes are. Might be an useful info to find ur real issue.

39

I am trying to adapt a clever strategy for the fuel tank ventilation. The magnetic valve is connected over AUX3 but my Strategy at the moment is not so good, that at the end of a drive the underpressure in the fuel tank is to heavy. Any Ideas how to do this in a smart way?

40

Hi Der Ultra TT, I still haven’t completely solved the issue, but I spent the whole weekend going back to basics and running several controlled tests.

I recalibrated the entire idle Airflow/PID setup from scratch, then worked again on the fuel model. I also used the barometric pressure relationship to test different fixed fuel-pressure reference points and characterize the injector behavior at different pressures.

The most interesting result so far is the injector calibration time. With the measured 710 cc/min injectors, I had to increase the calibration time much more than expected. I am currently around 0.91 ms, with an injector PW of about 1.76–1.80 ms at idle.

Increasing the calibration time allowed me to lower the VE table considerably and the engine became much cleaner: EGT dropped from around 500°C to about 470–472°C, and the excessive smoke was greatly reduced.

It is still not perfectly calibrated, and the ECU lambda and external lambda are not yet fully aligned, but the behavior is getting much more consistent.

My main question now is whether the 0.51 ms value we previously calculated for these injectors corresponds exactly to the parameter ECUMaster V3 expects as Injector Calibration Time, because the behavior suggests there may be a difference in how this value is defined or calculated in the V3 fuel model.

I’m continuing the tests at different effective fuel pressures to see if I can reconstruct the calibration-time curve experimentally.