Aganf eec file

With all that configured and changed, I was able to get it loaded and working in EA. For some dumb reason, my work's firewall blocks access to websites like photobucket. So whatever file-share you are using is also being blocked for me.

I'll view it when I get home. As for the calibrated MAF, that should make no difference. The fact that it is calibrated is useful for people that want to attempt to match MAF and injectors while reusing the stock tune. However with a tuning device, we have control over the MAF and injector parameters. So you don't want to "fool" the computer into thinking its still using the stock MAF and injectors. Instead you want it informed as to what its really controlling so your datalogs will make sense.

As for the MAF ending at 4. That doesn't mean the MAF quits reporting. Most top-out somewhere very near 5v. You can usually expect 4. The problem with riding up high in the curve is it starts rising exponentially.

So the change in airflow going from 4. The side-effect of this is error or fluctuations in voltage start making a huge impact on the "error" in fuel delivery.

If that doesn't make sense or you don't quite get the point, here's another aspect. On paper, that's a measly 0. Down lower in the curve, a difference of 0. But when you get high in the flow curve for that same MAF, a change from 4. This is why, as a general rule, if you are flirting with 4. So circling back to you hitting 4. We are going to be offering a three-day class on tuning Fords with QuarterHorse in Fall — weekend of october 11th.

Classroom instruction will take place at the Classroom instruction will take place in the Moates Event Center around the corner from Moates HQ. Street tuning and dyno instruction will take place on a dyno in the area. Day 2 TBA will focus on early Ford engine management. Day 3 TBA will focus on hands-on usage of TPRT and BE, acquiring data from street and dyno use, analyzing it, diagnosing issues and making changes to tune your vehicle.

Information on regional hotels is available on request. The chips F3, F8 that we sell use non-volatile Flash chips that at least on paper have guaranteed memory retention of at least 20 years. While many people think of the QH as a chip and leave it in their vehicle full time, the QH was never intended to be a permanently-installed piece of gear. It was intended as an emulator, a tuning tool, something to be tethered to a laptop for use.

In cases where the vehicle will no longer run on a factory computer, a dead battery on an emulator will strand you unless you have a laptop handy to re-load the tune. Like all of our other emulator products, we recommend that a chip be used for long-term operation.

When Moates. All of our products were shipped blank and tunes were loaded on them by the purchaser. Since then, things have changed.

There are a lot of people that are looking for the results that our products can deliver without necessarily having any interest in learning to tune cars themselves. On this page, you can find a list of shops, tuners and people that use our products for tuning cars where you should be able to get a tune together with Moates hardware or pay for help tuning Moates hardware you already have. If you would like to be listed here, you can do so by simply emailing support moates.

The individuals and shops on this page are not vetted or screened by Moates. Please do not interpret those listed here as being qualified or endorsed.

You should do your own homework before seeking the services of individuals on this page. Think of this as craigslist not angieslist. On this page, you can find a list of shops, tuners and people that use our products for tuning cars where you should be able to get a tune together with Moates hardware.

When you purchase a Ford Dealer Package from our website, you will be added here automatically. The only qualification for being listed here is to have purchased the requisite materials and given us contact information. Maryland — JPC Racing — www. Worth — Andy Moye — Prime Tuning sales prime-tuning. Street tuning and dyno instruction will take place on a rented dynojet in the area. Dave Blundell, Moates tech support and former tuner at several Midwest speed shops will be the instructor.

Registration will be limited to 12 people in order to keep the class manageable. Day 1 Friday November 15 will focus on general theory of how engines work, how electronic engine management works and general approaches to calibration of engine management systems.

Day 2 Saturday November 16 will focus on early Ford engine management. Day 3 Sunday November 17 will focus on hands-on usage of TPRT and BE, acquiring data from street and dyno use, analyzing it, diagnosing issues and making changes to tune your vehicle. There will be snacks and drinks provided.

These spaces will go on a first-come first-serve basis. Additional space is available at area hotels. Send us an email if you need a recommendation on hotels. This class will also be offered in October in Cincinnati, Ohio. Classroom instruction will take place in the conference room of the Homewood Suites by Hilton Hotel.

Street tuning and dyno instruction will take place on the Dynojet dyno of Easy Street, which is literally across the street from the hotel. Registration will be limited to 15 people in order to keep the class manageable. We will be acquiring data on the street and on the Dynojet dyno at Easy Street and using it to make targeted changes.

Mention the Moates tuning class to get the special rate. There are lots of other places to stay in the area — if you have any trouble contact us. Dayton International DAY is right around an hour drive. Columbus International CMH is about an hour forty minute drive.

There is adequate parking at the hotel and the shop across the street where we will be using the dyno. The ALDU1 is a simple logging cable. It uses the same FTDI drivers that all of our other products use. Before you will be able to log any data, you need to have the correct ADX definition file downloaded for your vehicle. The rise of electronic engine management allows for the running conditions of an engine to be rapidly and precisely adjusted.

Tuning allows us to make the most out of the engine that we have. Tuning cars is often very misunderstood, especially by people who do not do it. There is no magic involved. You cannot wave a magic wand and violate the laws of physics in the name of making horsepower. You are dealing with a computer system that responds to sensors in a predictable way. There is one golden rule which I think has its origins in a completely different realm which applies here:. As a tuner, you can only work with what you are given.

This may seem so obvious that it is a waste of time to even say it. Trust me. And at some point if you mess around with tuning vehicles long enough, you will get so focused on the knobs and buttons available to turn on your computer that you will forget about the mechanical system you are controlling. So if we are inherently limited by the physical engine that we are dealing with, what CAN we typically accomplish with tuning?

Through tuning, you can choose how to operate an engine in order to achieve the goals that are most important to you, making the compromises you want to make. The material here is designed to be comprehensive.

It is designed to be followed in a specific order. There will be links to more information on selected topics throughout. This course is heavy on theory. Be prepared to spend an extended period of time reading through it and processing it. You asked, we deliver! If this test passes, you can be confident that the chip was programmed correctly. If you see this, you are DONE and the chip is programmed correctly!

Remove it and re-insert it to be safe. Re-erase and blank check it. If it passes a blank check, try programming it again. If it fails the blank check, try another chip.

Failing blank checks is a common sign of fake chips. Try another chip purchased from us, xenocron. To tune more vehicles, you must provide us some information when you purchase VIN or stream licenses. To do this: Look at the license screen to the right and count the number of licenses in use currently. You should see a message informing you that the change was successful. You should see the new licenses available for use. This includes but is not limited to vehicles using a and ECM. WinALDL was written several years ago.

It will work best on Windows XP or older operating systems, if available. We do not sell TTS Datamaster — this page is provided for informational purposes only. We do not sell this package — this page is provided for information purposes only. For more information, visit TunerCat. First, the QuarterHorse must have its drivers properly installed.

Please see the USB Device installation article for more information on installing drivers. Visit the USB Troubleshooting article to for screenshots of how to configure latency in the advanced driver options. TunerPro will need to have found your QH to continue with this guide. Next up, we need to configure TunerPro to use the same port for datalogging and emulation.

Go to the Tools menu and select preferences. Once you are looking at the preferences, select the Data Acq. In this screen, there are three options you need to set. Support for the QuarterHorse has to be made specially for Ford definitions. You can find the latest definitions that we maintain here or visit EFI Dyno Tuning for another source of definitions. If you are going to use the QuarterHorse with any of the strategies on this page with TunerPro, these are the definitions we recommend you use.

These definitions were found randomly. Little is known about their origins, accuracy, author or maintenance. CVBA2: ish 3. Following his instructions, many ECUs can be supported. Be prepared to do a lot of reading on his site before trying to use these definitions as there are a few tricks that make things different from other Ford tuning softwares.

You may need to grab base tunes as well as definitions to have a working set of tools. Downloads here. The Demon and Ostrich can sometimes get stuck in an odd state. This utility will allow you to reset them to a known state. Download link Download link 2. Once you have changed the vendor ID, unplug, count to three, plug back in. Do not try and start a remote session with us unless you are talking to us on the phone or have made an appointment for us to expect you.

This page will be updated with specific instructions when we settle on a new solution. In the mean time, please call us.

This install is NOT for beginners, although it is not extremely difficult with the correct tools. This article will walk you through the install from start to finish with lots of pictures along the way. If you still have any questions about the install after reading this, please contact us via email. Cleanly desolder all contacts of 20x2 header.

Keyway faces inwards! Be careful not to use too much heat, too little heat, too much solder or too little solder. Click Here for a video of a professional using high quality tools to effectively solder. Find the surface mount jumper labelled CJ1. Use your hot air pencil and tweezers to remove and grab it. Remove J1. Use your tweezers and soldering iron to re-solder the jumper in CJ2 position instead of CJ1 where it was originally installed. If you lose or damage the jumper removing it, you can use a small piece of wire or even a solder bridge.

Solder CJ2 into place. Note: the position NOT the color of the wire is important. If your pigtail has a different color wires, pay attention and pick the wire in the same spot in the connector. Each of the three remaining wires needs to be soldered to a pin on the blue ECU connector. The wires provided are much longer than they need to be.

We are going to trim the wires so they are closer to the length necessary. Plug the 4 pin connector into the NEMU board and then move the three wires to the center of the blue connector for sizing purposes. I want to make a few changes to the tune myself. What do I need to do it? You should also take a look at the article on MAF Calibration as they often go hand in hand.

Ford uses the concept of injector slopes, breakpoints and battery voltage latency adjustment to cover the behavior of injectors. Slopes represent the flow of the injector at high and low pulsewidths. Breakpoints determine the pulsewidth required to switch from the low slop to the high slope.

Returnless fuel system cars add additional compensation tables related to fuel rail pressure. When changing injectors, it is best to have a complete set of test data. If you have good data, the amount of tuning required after inputting full injector data can be extremely minimal — think minutes versus hours with unknown injectors. They require the same ROM image to be burned into both chips. These boards can be used with TWO Ostrich 2. High-speed datalogging, emulation, onboard storage, and advanced custom ROM options: these features are available nowhere else!

The SocketBooster 1. In some circumstances, the logic levels generated by these devices do not meet the specifications of the target device you are trying to use them in. The SocketBooster remedies this issue by essentially amplifying and conditioning the signal.

However, one of our users reports that there is a fairly simple modification to get everything working again. We have not verified this ourselves, but several users have reported success with tracing on a 27C32 application and a SocketBooster. We revised the SocketBooster around November so it could be compatible with the trace feature of the Ostrich 2.

All units sold after this time should work without modification. If you would like to upgrade your unit, please contact us.

ECUs of this range are typically in the year range. The typical signs that your application may require a SocketBooster are intermittent ECM shutdowns, odd behavior, odd datalogging results, etc. Intermittent or consistent flaky behavior. The Socket Booster has a single switch on it which controls how the device operates. Although we do NOT recommend this, you can solder a SocketBooster directly into a 24 pin ECM by trimming the two pins closest to the switch and setting the switch to the 24 pin setting.

For some early vehicles, it is often the only solution. This upgrade is only available to existing users of the TunerCat software. The software supports real time tuning with the RoadRunner on supported vehicles, reading and flashing over the OBD2 port. You must have a third party logger or scan-tool in order to have an effective tuning combination. You can purchase each VDF individually or as a package including a group LS1 , All of definitions and hardware together at a discount.

Each VDF generally covers multiple vehicles that use similar engine controllers. Once you have purchased a VDF, you may tune as many vehicles of that type as you like — there is no per-VIN licensing.

In fact, if you want the software to run properly we highly recommend that you use Windows XP as this is the only operating system that has consistent behavior without a fuss.

Creating definitions for datalogging with the QH is a complicated, involved process. Regardless of which software is being used, there is a common core set of tasks that need to be done to allow meaningful real-world data to get spit out. Before I get into the specifics, it probably helps to understand how the QH works a little better. Where things get complicated is that not all RAM can be observed by the QH — a portion of it remains internal to the processor, unable to be seen by the QH.

Patch code exists to move or copy memory addresses that we care about from memory the QH cannot see to memory the QH can access, allowing you to log these items. The TunerPro definition is open so you can download it here and follow along because the whole initialization and logging process is broken down step by step. This is a Macro command that simply executes a bunch of other commands:. It must be hand-crafted by someone with knowledge of the internal workings of the ford processor.

The bytes used are unique to each strategy and are also dependent on how the patch code is written. Same deal for bitmasks. Formulas for turning raw data into real world values can vary but are generally at least somewhat consistent among ECMs of comparable generations. Ever wonder why chips get programmed from 0x to 0x03FFFF?

This PDF should be very helpful for understanding what is going on. This article is being written to answer the most basic questions about what to shoot for when tuning an engine. This article will assume you have read pretty much all of the Education section, particularly the article on Modes of Operation. This article will assume you have a spark-ignition reciprocating piston 4-cycle stroke throttle-body fuel injected or multi-port fuel injected engine.

This guide is intended to get you to the point where you are connecting to a vehicle and able to use its functions. There is a series of videos on our YouTube channel that explain some of the basics. This guide covers a little more material but feel free to look at the videos before continuing. The APU1 has a lot of switches that controls how it behaves and it is critical to get the switches in the correct position for the device to work.

The following picture gives an overview of the switches and what they do. Click to enlarge. Each way you can use the APU1 will now be discussed. Refer back to the picture above if you are unclear from the description in each section. The APU1 can be used to program chips. The APU1 can be used as a real time chip emulator. The APU1 can be used for datalogging while simultaneously performing chip emulation. APU1 tunerpro settings. As you have seen above, the APU1 is a versatile device that can be used for many purposes.

The vertical switch has three positions. It controls the behavior of the datalogging interface, much like the inner switch on newer models.

These units also use a different style cable to connect the APU1 to the vehicle. We no longer sell this style of cable. The following ten questions should give you a reasonable guide to what we need to help you solve the problem at hand. Feel free to copy and paste this and use it verbatim as the beginning of your emails to support moates. This is an extended version of the previous file format, ADS. The file formats are NOT compatible, but you can convert between them fairly simply.

Failure to set the body length correctly which this guide will explain can result in periodic timeouts or errors while logging. Generally, you will be able to initially connect but there will be seemingly random errors in the data captured.

This seems to be much worse on faster PCs. TLDR: If it seems too good to be true, it probably is too good to be true. Update March This is now totally out of control. After that, the chips will never erase or program again.

The 27SF chips are no longer being made and have not been in production for quite some time. Note the whitish silkscreened letters instead of the laser-etched letters. This is not a real 27SF chip.

Note the writing in the center of the chip. October They seem to be circulating ebay. Again, there is a printed NOT laser-etched top, easy to spot and tell:. ECM does not need to be powered. At the time of writing Aug Binary Editor is the only software that supports this feature of the QH reliably. This page will assume you have read and understood these pages. This happens most commonly in forced induction situations where load is greatly increased compared to a naturally aspirated car but can also occur in cars with aggressive camshafts.

If you are making changes to a MAF transfer function and you are not seeing any changes in engine operation, double check your LWFM table!

Having a sane LWFM table is neccesary for the aircharge anticipation logic to work. The importance of the LWFM table varies considerably from strategy to strategy.

Yes, guess. Enter values that you think are sane for the setup, starting with the stock LWFM table as a guideline. A few examples:. Start changing entries in the table so they get closer to the load you really see at given TP and RPM conditions.

Note: Turbo cars present a very big challenge to this strategy due to the amount load can vary with throttle position due to spool time. This is a very tricky case and often the only solution is to try and maximize allowed error before the LWFM table becomes active and also disable Aircharge Anticipation and other functions dependent on the LWFM table. As stated in our overview of MAF systems , one of their main weaknesses are air leaks. Whenever air can enter the engine without going through the MAF, weird things happen.

There are two principal kinds of leaks that wreak havoc on MAF systems — constant leaks like a unplugged vacuum port and mechanically induced leaks such as a Blow Off Valve or Bypass Valve that vents to atmosphere.

Each leak has a tendency to affect the system differently. Reversion presents an additional problem for MAF systems. Reversion is the technical name for when air changes direction and reverses flow.

MAFs are not one way systems — they will measure air flowing into the engine and then meter the same air flowing out of the engine when there is severe reversion, causing unreliable MAF readings.

In this case, air can enter the engine without passing through the MAF. An engine operating in open-loop mode will tend to run very lean. A motor operating in closed loop will see very large positive trims as the computer uses the O2 sensors to add fuel to compensate for the lean condition.

Generally, the idle system will also try to compensate. It is very common for the Integrator to get stuck at the minimum allowed value and have the car still idle higher than commanded. With a vacuum leak throwing off the system, the ECU thinks there is less air entering the engine than their really is. In severe situations, this combination of issues less fuel, more timing is a recipe for melting engine components if it goes unchecked. Bypass valves are the most common source of mechanically induced leaks although idle, purge and other vacuum operated solenoids can all be a problem.

Blow off valves on turbocharged vehicles are often vented to atmosphere. This unfortunately will severely confuse a MAF system. The ECU will supply enough fuel for all the air that has passed through the MAF while only a small portion of this air actually entered the engine. This causes the engine to run very rich and can cause stalling or other problems when letting off the gas and the BOV opens.

Once the valve closes again and the car burns off the excess fuel delivered, things slowly return to normal operation. Supercharger bypass valves can present the same kind of issues when they are allowed to vent to atmosphere.

Failing to catch an air leak with a supercharger bypass will result in the MAF curve having a sudden change when the valve closes. This will require complete re-tuning of the MAF transfer function once fixed so it is best to catch it early. Reversion is most common in engines with very large camshafts operating at low speeds such as close to idle.

Situations where MAFs read unreliably due to reversion can generally be greatly improved by moving the MAF further from the throttle body. Increasing the volume of the intake between the MAF and the throttle body is also effective at smoothing out the pulses of air coming from an engine with a radical camshaft. It is normally possible to get a reliable enough MAF signal in most circumstances.

Another form of reversion that is troublesome to MAF systems happens with poorly designed supercharger bypass valve systems. In most of these systems, the pipe connecting the outlet of the bypass valve connects with the inlet of the supercharger at an angle where recirculated air flows backwards through the intake.

This causes any reverse-flowing air to be metered multiple times by the MAF, leading to unreliable operation. This can almost always be remedied by adjusting the angle of the pipe from the bypass so it points at the inlet of the supercharger directing the flow of recirculated air away from the MAF. Reversion is very obvious if you are logging the MAF signal.

This page is intended to help people who have looked here to figure out if there is support for their vehicle. Each ECM has a 3 or 4 digit processor code that uniquely identifies it.

Sometimes even V6 and V8 engines will use the same strategy! If you are wondering if your strategy is supported, take a look at the Supported Strategies guide. This list will grow over time. There is a handy Excel spreadsheet you may want to look at link that has a decent cross-reference. Core Tuning have an excellent list of strategies they support which can be used to cross reference ECMs and strategies. This page is being created so we have a place to keep track of all the people who are using our gear for various applications.

If you would like to be added or removed from here, please email support moates. Hit control-F to find keywords on this page as eventually we hope this grows to a very large list! The premiere solution for tuning distributor Hondas we sell this. Another great distributor Honda solution. TurboEdit — supports Ostrich, Hondalog. BRE — supports Ostrich, Hondalog. Still a great resource for Honda ECU tuning.

Nistune — supports Ostrich, dual Ostrich. Nissan ROM tuning software, dealer version works with our hardware. Programs made with Nistune work with our Nissan 2Chip adapter.

Turbo Mopars using Ostrich2. EmUtility from the author of TunerPro allows you to use Moates emulators with any software that can spit out a binary bin or hexadecimal hex format file. It can even support more than one emulator connected to the same computer simultaneously. EmUtility may require additional files to be installed for it to work, specifically the Microsoft Visual C redistributable libraries, which are also linked off the Utilities section of TunerPro.

EmUtility does not come with an installer — it is shipped as a zip file with a single program file inside. Unzip it to place where you will be able to easily find it, such as your desktop.

First, start the program. If you are going to read the contents of the emulator to a file, this can be a new file. Nissan 16 bit applications with TunerPro 4. Using the RoadRunner as a general purpose 16 bit emulator with software that does not have native support i. Bosch Motronic 28Fxxx :. The first production runs of Demons have 1 Mbyte memory for storing datalogging.

Current starting around April production units have 4Mbyte memory. Early production units can have their memory upgraded. The error is displayed as a numerical value that represents the percentage error between the two values. A value greater than 1 indicates that the actual AFR is greater than the commanded AFR by the fractional part of the value.

When the border turns red that indicates that the logged data is currently being discarded because it did not pass the filter s that you have in place.

You can force open loop by increasing all values in B Closed Loop Temp Enable to greater than the coolant temp will ever get. That will prevent the PCM from entering closed loop.

This is particularly true if you are using a custom OS or changing OS type. For using EFI Live, perform the following:. This procedure will also help if you have suffered tune corruption. Programming chips with offsets comes into play in two situations:. We will be selecting the correct buffer and chip addressing to ensure the chip is burned properly and can be used. While the correct values are often selected, you can manually enter them.

To do this manually:. Switching adapters use chips that are larger than an ECU requires, allowing the extra space to be used for multiple programs.

There are two approaches to creating proper chips for use with switching adapters, both equally valid:. As a rule of thumb, tunes start at the end of the chip and count down. Some adapters have chips which can hold more tunes than there are address lines for switching.

If you are interested in purchasing Moates. Net products in bulk, or would like to be a reseller of our products, the following discount structure is available to you:. This discount can be applied retroactively as well for a 12 month rolling total. This may seem confusing, and it does add to order processing complexity on our side. However, it is designed to lower the risk level for entry-level shops and resellers. This discount structure is not valid for small incremental orders one part here, one part there , and does not apply to individual drop shipments.

Instead, it is limited to quantity orders of 3 or more pieces at a time going to the same destination. The reason for this is that the 1 piece at a time approach still requires all of the administrative order processing burden on our side, and part of the reason for bulk discounts is that it is easier for us to ship quantities of units than shipping them individually.

Pre-arranged group buys are available. That way we know what to do with it. For example, one group buy coordinator will contact us ahead of time and initiate the group buy period up to two weeks in duration. We will agree on the close-out date for the group purchase. If the coordinator wants to have all of the units shipped to them and then distribute them to the individual purchasers, then it will be handled no differently than a standard bulk discount situation.

If the buyers decide to pay for the units individually at our webstore and have them shipped separately to each buyer, then that is also fine. In this case, full price will be charged initially. At the close of the group buy, a discount will be applied as a partial refund to each participant separately. The total discount will depend on the total number of participants. Moates Support.

Search for:. However, when running off an AC adapter, the AC adapter has to drive ground to a specific potential in order to be able to supply the positive voltage it needs to charge. This is where the opportunity for things to go wrong starts.

There needs to be two power supplies with two different grounds for chaos to ensue. Some examples of two power supplies where things can go wrong:. If we used isolated communications on all of our devices, you would need to power all of our devices independently of your laptop in order to communicate. This would mean all our emulators would need the key on to be able to load a program to them.

When devices were designed, it was decided that the convenience and utility of having the laptop power up the device enough to communicate with it outweighed the dangers and disadvantages of potential ground loops. When connecting to any Moates USB product, you need to be aware of ground loops and the havoc they can cause.

In order to determine which memory is accessed, two main signals are monitored by the memory controller: The address lines on the emulator, used by the target system to specify which data it wants to see The! Worst case, you will have to read the stock computer with QuarterHorse or F2E and do the reverse engineering work to make a definition yourself. I will try to update it periodically. The best way to find out if your strategy is supported in Binary Editor is to download the software and install it!

Let it update itself. It should download the latest and greatest strategies available. You can also take a look at the strategies download page at EECAnalyzer. Please note: datalogging and editing are controlled by the same definition file in BE.

You will have to load the definition along with a tune file to get an accurate idea of what exactly is supported. Derek Fenwick is a particularly excellent strategy author to look for. You should always check compatibility with your application before purchase. This is simply a list of free strategies available for download. They were not checked, validated or otherwise examined in any way.

Do not assume that these files have all the parameters you require to change or have complete logging capabilities before examining them yourself, which can be done with the free trial version of BE. Core Tuning offer arguably the most comprehensive support for a wide range of vehicles out of all the software which works with the QuarterHorse. Many definitions for popular EECV applications which are not publicly available otherwise are available on a paid commercial basis from Core.

You can purchase them from www. To purchase a registration to use any of these definition files for Binary Editor contact him directly. You can download the TPRT5 specific files here from our site.