MAP ECU3 question

Maybe there arent too many ppl here running a MAP-ECU3 piggy back ECU, but I want to throw a few questions out there just in case.

So, I recently purchased a MAP-ECU3 along with cam gears and a cooler thermostat from URD. I haven't installed anything yet because I'm still trying to become as educated as possible prior to doing so to minimize the chance of catastrophe. Bear in mind, my rig is naturally aspirated.

1. Does the MAP-ECU3 operate like the URD MAF cal, where it simply intercepts a signal voltage and offsets it a controlled amount? Or does it perform all engine management within itself and just send false signals to the OEM ECU to keep codes from triggering?

2. Regarding the "auto-learn" mode on the MAP-ECU3: I'm a little bit confused about how this works based on what was explained in the manual. It sounds like learn mode will only learn cells that are populated with a "0." So if during learn mode, it decides a value to put into a cell, is that cell now locked in, or will it continue to refine each time it hits that cell while it's still in learn mode? My concern is that the cell will be populated with a bad number due to a unique condition, and since it now has a value other than "0," that cell is locked in and I end up with a bad base map. Just looking for some clarification.

3. I would like to advance timing a little bit. Per a recent conversation with Gadget, I was instructed to advance 2 degrees at low RPM and 3 degrees at high RPM. Should I configure the timing map right off the bat before doing any tuning? Or is timing part of what's learned in the auto-learn mode? I would assume timing is more of a preconfigured parameter, but maybe I'm wrong.

 

I discovered that for one thing, learn mode is useless. It has to do with the MAF elimination setting which is not necessary. If I use the MAF Intercept mode, it will behave the same as the URD maf cal where it intercepts the signal and offsets it. That being said, most of my questions are answered. The same goes for the timing...except it intercepts the signal after the OEM ECU sends it. Not quite sure how this works, but anyways, my worries have been eased. I was hoping I will be able to set all the maps to 0 and have my truck run as it did before, which appears to be the case. I guess we'll see what happens. Anyways, thanks to Gadget for helping me out here. Feel free to correct me if I'm mistaken with any of this.

 

keep us updated.

 

Make sure you set your Throttle voltage to 5.0V. Otherwise it will lessen your top speed.

 

Good to know, thanks. was going to do the install today, but must have lost track of the wiring diagram, or it didn't get sent. Anyways, I will still try to do the cam gears and thermostat. Hopefully I'll get the wiring diagram tomorrow...unless someone has it for 09??

 

URD should be able to get you another copy, if not by PDF file.

 

Yeah, but he wasn't able to get it to me until saturday. Got it now tho. Will let you know how it goes.

 

Maybe somebody with tuning/piggy back knowledge can help me out here, because I have a question about timing control. Apparently the MAP ECU 3 has full control over timing (ability to retard and advance), whereas a lot of other piggybacks can only retard timing. The way that the MAP ECU controls timing is by intercepting the signal from the OEM ECU to the igniters and manipulating it(see wiring schematic). Maybe I don't understand how the igniters use the signal, but I would guess that the ignition occurs as soon as the signal is sent. Now if this is the case, I can understand how the timing can be retarded (simply by intercepting the signal and delaying it), but I can't understand how its possible that the timing can be advanced. If the ignition works as I explained previously, it would seem that the MAP ECU would have to intercept the ignition signal and then jump back in time and send its own signal ahead of when the original signal was sent in order to advance the ignition timing. I asked Gadget about this and he said the timing advance works very well, although he wasn't sure exactly how it worked. I just like to understand what I'm about to do before I do it when I comes to mods like these.

 

Fairy dusty, and worm holes. Magically loops around on itself to advance timing.

I don't know how it works either, but I do know that it works. I bet the answer is pretty easily found on their FAQ or forum pages.

 

Yeah, that's kind of what it sounds like. I've been doing a little digging around, including the forum on their web site, but didn't come up with much. The user manual has a brief explanation, but still doesn't explain exactly what it does. I reached out to their customer support to see what they have to say, but havn't got a reply yet. The manual does clearly state that a value of 0 in the timing table will not offset the timing at all, so I guess I'll just take comfort in that. It would help to know a little theory on coil-on-plug ignition control and how the ECU signal triggers the spark, but even that info is tough to find on the web. I'm sure some advanced text book on ignition theory and control will tell me

 

I installed my MAP ECU3 tonight. Install was pretty straight forward and seemed difficult to mess up. However, I can't get the dashboard to register my TPS. When I sample the voltage in the config menu for TPS, it says "0" even for WOT. I double checked the connection...the brown wire on 16 pin harness taps into green w/ black stripe on plug B. I checked the TPS and this wire corresponds to the wire in the harness on the TPS.

Anyways, I haven't made any trouble shooting progress and need urgent help. The vehicle starts no problem, but my wideband shows that it quickly begins to lean out (upwards of 17 and 18 AFR before I shut it off). I should also note that TPS registers just fine on my scan guage.

 

I remember there being a specific process to learn the TPS. I cannot say how it is as it was a long time ago. You do have your computer attached and can see the Map-ECU dash board while doing this correct?

To be redundant, you are absolutely sure that your wires for the TPS weren't wired in backwards?

 

I figured it out. I didn't have the TPS input set to "TPS". As far as the lean-out issue, it has something to do with the AFR adjust module. The whole map needs to be set to -0.2 or something for the map to be truly "zeroed" in terms of no adjust. This problem was solved by snipping the two AFR output wires from the module until I have time to get that map dialed in. I also learned that the timing control is proprietary and that they cant share the technical details on exactly how its done, per my earlier question about timing. Now my problem is that I can't connect to the MAP ECU because of a "serial error." I tried uninstalling and reinstalling the driver, but no luck. I'm going to see if a new cable will help.

 

Making progress. The serial error I had as well. First is was getting it to connect to the proper port. Then it was the USB to serial cable, which needed a driver to be installed. Just a little tech issue that I am sure you'll figure out soon enough.

Also check to make sure your connection speed is correct. If you can select "auto" then that might help as well. That might be off track a little, but similar. Again, it has been quite a few years.

 

I hate computers!! Getting nowhere figuring out how to get the stupid thing to connect. Pretty frustrating! I'm not real impressed with MAP ECU's support system. No phone number and still no response on forum question. I'm about to throw the thing out the window and start wiring an adapter harness for a UCON ems system. MAP ECU seems like a good system, but I just wish it was a bit more user friendly. Shouldn't have to be such a hassle to connect a simple device to a computer.

 

Got a response to my question on the support forum, and I found out that I needed to do a reflash on the map ecu. 2 of the LED's were alternating, and that means it needs to be reflashed. To do this you click on firmware upgrade in the "edit" menu of MAP CAL, or if that option isn't available, click the checkbox for force firmware update in MAP CAL config. Anyways, got it working and have been doing a bit of tuning. My truck is really starting to wake up with this baby, its unreal! I haven't gone too aggressive with timing advance until I get the fuel map smoothed out a bit. Anyways, had a ton of fun tuning this weekend. Being able to adjust a cell in real time and instantly see the difference in performance is absolutely fascinating. I plan on tapping into my wideband sensor soon so that I can start data logging and developing a better map.

 

Hey, that is some really really good news!

To bad the setup instructions aren't a little more clear, or that would have lessened the hassle. Get it tuned in well and you not only make more power, but also save some fuel, since you'll be running the proper AFR's and not the overly rich ones.

 

It's definitely exciting! Right now my ARF's tend to jump around quite a bit especially in closed loop, so my fuel trims still need some work. I did notice that changing the timing changed the AFR (leaned out a bit if I remember correctly) which was an interesting finding. I also noticed that the OEM ECU will switch maps sometimes and it will be in open loop at lower throttle positions/RPM's than where it will change under normal acceleration. Once I get my AFR module adjusted so that closed loop is richened up at anything but cruising rpm's this overlap will hopefully be less of an issue.

 

How's the tunung coming along?

 

It's way too much fun man! Got the fuel map pretty well dialed in, with fuel trims at zero and open loop at 12.5:1 for the most part. Now it's time to start playing around with the AFR adjust and see how much more I can get out of my low end. This will mean I will have to redo the whole closed loop portion of the map to get the fuel trims back to zero, but I'm hoping I will simply be able to offset everything the same amount. Either way, fuel trims are pretty easy get dialed in now. Anyways, I just absolutely geek out when I'm able make an adjustment real time and see/feel/hear the instant result. I think its the coolest thing, tuning and all. Now I just gotta slap er on a dyno and see what I'm making after all this...and then start thinking about F/I