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Release of Firmware / iVTS


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Hi all we have now released the next firmware for the iSeries ECU's

It can be found here http://www.vi-pec.com/software/ivts/ivts-5-1-0.2009

ECU Firmware Version Information

i-Series Firmware Version - 03-06-14

Important Note

· Upgrading to this firmware version may cause an "ECU is in Safe Mode" warning after power is cycled. This is normal and OK. Do as the message instructs and perform a store. Next time the ECUs power is cycled this message will be gone.

New Features

· Cruise Control - Full cruise control functionality for electronic throttle control including enable/disable, set, resume, cancel, safety lockouts, step speed up/down and driver behaviour monitoring to determine ideal set speed functionality. Cruise switch input can come from digital inputs (independent or multiplexed), analog input or CAN.

· User Defined VVT Mode - User defined cam tooth positions can now be set. This allows a tuner to configure a retro fitted VVT setup, modify cam teeth or simply enter their own teeth angles instead of waiting for a pattern to be added.

· Non Linear Injector Characteristics - Short pulse width adder tables have been added for primary and secondary injectors. This uses the GM injector correction method rather than the Ford (High/Low slope) as it is more configurable and understandable. These tables MUST be set to zero after FW update (or configured correctly and engine tuned to suit).

· Minimum Effective Pulse Width - A setting has been added to limit the minimum effective injector pulse width. This is useful when using large injectors operating at very small pulse widths. It is used to prevent stalling should trims try reduce the pulse width below where the engine can run.

· Odd Fire Wasted Spark Ignition Mode - Allows the use of wasted spark on engines with odd fire cylinder patterns (eg Viper V10).

· User configurable CAN streams are now included as part of the OBD feature upgrade. This allows defining custom CAN data streams.

· Engine Fan Control - Engine fan control has been separated out as a function independent of auxiliary outputs. This allows setting up the fans independently and in one location. It also allows fans to be controlled by auxiliary outputs, CAN or a combination of both. Note Engine Fan 1 used to be Engine Fan, Engine Fan 2 used to be Engine Fan (High Speed) and Engine Fan 3 used to be AC Fan. Engine Fan Control must be checked after this firmware update. Failure to correctly set this up could lead to engine or AC system damage.

· Shift Light Function - A new function for PWM control of a shift light. Allows different shift points and control ranges for each gear. This function can bring a shift light only gently (dimming) or switch hard on depending on configuration.

· Charge Temperature Correction - Added charge temperature estimation for automated fuel correction based on an estimate of the air temperature entering the cylinder. Note: This function MUST be turned off or configured correctly to avoid altering the current tune.

· Anti-Theft on CAN - A CAN signal can now be used to control the anti-theft function. This CAN anti theft signal could for example come from an OEM body control module or an after market touch screen dash with a pin code.

· VVT Mode added for Ford Raptor 6.2L V8

· Aux 5-8 can now do VVT Solenoid Control on i88 plug in ECUs. This allows the use of four variable cams and electronic throttle control on Vi-PEC plug in ECUs.

· New option to select if electronic throttle control will be disabled when the engine is stalled or always run.

· Support added for the Vi-PEC i-Series Nissan 350Z / G35 plug in ECU. This includes OEM CAN interface, transmission gear shift torque reduction and various other functionality required to support this vehicle.

· CAN based gear shift torque reduction (Torque Management). i88 plug in ECUs only.

· Added support for automated burn in testing process (Vi-PEC internal use only).

· Driven wheel speed correction. Allows correction of the driven wheel speed value for variations in front/rear tyre sizes in situations where speed comes from a source that can not be calibrated (eg CAN ABS module).

· Viper V10 trigger mode added.

· Instantaneous Fuel Consumption - Calculated fuel consumption. This requires setting correct injector flow rate.

· Absolute Load % - Absolute load is calculated as per the SAE formula. This is calculated from an estimation of the current air flow vs the maximum airflow at atmospheric pressure. There is also a new g Air/Cyl estimated runtime value.

· New table axis options for Absolute Load and Charge Temp.

· New GP Output switching conditions for Absolute Load, Charge Temp, Fuel Cut %, Ignition Cut %, RPM Limit flag, MAP Limit flag, Speed Limit flag, GP Limit 1 flag, GP Limit 2 flag, Launch Limit flag.

· Added options to enable the following functions from a CAN digital input: Dual MAP limit, Dual fuel table, 4D fuel table, 5D fuel table, Dual ignition table, 4D ignition table, 5D ignition table, ECU logging, Launch control, Boost table selection, Electronic throttle table selection.

· Sensor calibrations added for Nissan 350Z AC Pressure, IAT and ECT sensors. Also Rover K Series MAP sensor.

· A slip filter setting has been added to reduce erratic slip numbers due to the high speed nature of this calculation.

· Aux Inj 1-4 and Aux Ign 1-4 can now be used for slow speed PWM functions.

· Rover K Series trigger mode added.

· All CAN transmit streams can have their transmit rates selected. Previously some used hard coded rates.

· A new mode to select the type of torque management mode the ECU runs in. Currently only supported on plugin ECUs.


· Significant improvements to the ECUs code operating efficiency. This is of most advantage in applications with high trigger tooth count and high cylinder count.

· Electronic Throttle Control Target Table interpolation. The result of table interpolation was in 0.5% steps, now in 0.1% steps. The resolution of the table itself (0.5%) has not been altered.

· Overrun fuel cut considers both throttle plate position and pedal position when cruise control is active.

· Setting the engine fan speed lockout to 0 now disables vehicle speed from being used by engine fan control.

· RS500 trigger decoding has been altered so that it is not dependent on the number of engine cylinders. This mode can now be used for both RS500 and Ferrari F40.

· Requested CRC32 serial stream has now been relabeled as Continuous CRC32. The stream was always continuous but labeled incorrectly.

· If AC Control Evaporator Temp Lockout is set to -10, evaporator temperature lockout is ignored.

· Knock Control is disabled while Launch Control is active.

· AC clutch control can now be used on CAN without an auxiliary output assigned as AC Clutch.

· BAP can now span from 60 to 120 kPa when used on a table axis. Was previously 90 to 110 kPa.

· DI channels 9-12 now have the same general purpose (non frequency) options that are available on DI channels 1-8.

· Staged Pulse Width Lockout - Is now in Effective Pulse Width, not Actual Pule Width. This is to ensure it works technically correctly and with non linear injector characteristics. Note: If using staged injection you will need to subtract the dead time from this setting to get it back to where it was.

· 5 Bar pressure sensor Analog Input calibration options have been changed to 7 Bar. This is a labeling change only and does not effect actual sensor scaling.


· ECU logging could show the wrong sample times when a low sample rate and few parameters were logged. No data was lost, but it was displayed over a shorter time period than what was actually logged.

· Aux 5-8, Aux Ign 1-8 and Aux Inj 1-8 could exhibit erratic PWM behavior if used at high PWM frequencies and very low or very high duty cycles. Eg 300Hz 0.5% Duty.

· MAP and TPS did not display correctly on some OBD phone apps and PC scan tools. This was due to these tools not adhering to the OBD standards. MAP and TPS scaling have been altered to work as expected by most apps. This imposes a maximum MAP of 255 kPa.

· Resolved issues introduced in FW V5.0.2 related to the disabling of electronic throttle control when the engine was stalled. In some cases fault codes would be generated when the engine was stalled.

· The active cells did not track correctly in general purpose tables 13 to 30.

· g Air/Cyl measured (from MAF meter) read half what it should.

· AC Clutch did not turn off correctly if no AC clutch auxiliary output was assigned. This was only an issue when controlling AC over CAN.

· Custom calibrations would cause incorrect results if large numbers were used due to a math error.

· KMS dash CAN stream did not have gear position in it.

· Speedo sweep did not calculate correctly at low frequencies and caused a jump during the sweep process.

· CAN1 did not work if CAN2 was on!

· MAP calibration did not fail as it should if the MAP reading was too far away from BAP.

· The Peak and Hold current setup window did not always reflect the actual ECU settings.

· Multi Point injection mode did not work above 4000 RPM with Rover K Series trigger decoding.

· RPM did not read correctly (or always zero) on 24+1 single cylinder applications.

· Single Point injection mode did not work above 4000 RPM for some trigger modes.

· The OBD VIN number and ECU name could not be read by some scan tools.

· ECU fault codes did not cycle through while the engine is running.

· Auxiliary outputs did not stop driving if their function was selected from a valid setting to OFF. Only an issue during configuration.

· Staged injection table did not select the correct value when its axis was set to MGP.

· Dual MAP limit table only selected the correct value when its axis was ECT.

· Various settings including Differential Fuel Pressure, MAP Limit Table and Engine Fan temperature settings did not alter their display units.

· On i44 and i88 ECUs, pre crank prime could occur with the injectors always operating in peak and hold mode with a very low current. This only occurred on key-on prime mode. This was harmless to injectors but may have resulted in no prime fuel being delivered.

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