With this ECU, I have implemented mapswitch on all EDC15 ECUs released in the market by Bosch! This version has 4 datablocks switched by: 1. Press and hold Gear lever + 2. Press Cruise control cancel once to view selected datablock 3. Press cruise control cancel again to switch datablocks 4. Release Gear lever + when done. Here is a video:
A lot of tuners work hard on the dyno to make tunes, only to be copied by rivals. I have come up with a solution to protect the maps by scrambling them. This means that maps are protected from being copied in boot and OBD mode read. Only the tuner who has my tool(unique for each tuner) will be able to descramble the file.
A tuner contacted me to make a special version of map switching. Basically they needed a way to adjust KRKATE for varying alcohol content. Timing maps are also switched depending on the alcohol percentage selected in the cruise control speed display. Speed of 98km/hr in cruise control display corresponds to 98 Octane mode. 85 corresponds to E85. And so on.
A lot of tuners contacted us for a solution to switch between maps on the newer generation MED17 ECUs. After a few weeks of rigorous testing we have been able to come up with a robust solution. Here is a video of it in action on an VW Golf MED17.5:
Contact us for a quote and we would be happy to design a solution suiting your requirements.
So for years tuners have tried various different techniques to have multiple tunes in one ECU. There are several advantages to this: 1. Multiple tunes with different output power levels 2. One tune can be tuned so that engine won’t start: sort of like an added level of security as the driver needs to switch into the tune which will start the engine 3. Different fuels need different ignition parameters such as ignition timing and duration to name a couple.
The present method to achieve this was with methods that involved opening the ECU and changing the hardware(flash memory with double the size to have 2 tunes as an example). In this post I am going to write about my journey to achieve a software based solution on the Bosch EDC15 ECUs.
For far too long tuners have been implementing launch control on diesels by simply limiting the RPM of the engine, say 3500RPM. With no load on the engine, this results in only 10-12mg/str of diesel being injected which is insufficient to spool the turbo and hence the resulting “launch” is with the engine not at it’s peak performance.
Our goal at Tangent is to have the best of everything. As soon as the issue was identified, we devised a new strategy for an improved launch.