Software For Remapping - ECM Titanium

ECM Titanium Tuning Software
First level course

Program of the day
Agenda
1. Overview on ECM Titanium settings and unit measurements
2. How the ECU manage components inside engine system
3. Petrol engine system
4. Tuning process for a petrol engine
5. Diesel engine system
6. Tuning process for a diesel engine
Alientech Training Center First level course 2

Overview on ECM Titanium
Part one
1. Overview on ECM Titanium
• Features of ECM Titanium.

• Units used representing maps.

• Summary increases (alt+r)
Allow to check and export a *.ind file
It could be applied on a similar file

to tune it directly

• Custom drivers (Alt+d)
It is used to “modify” or create

a personal driver
• Possibility to edit the current driver

• Create a driver from 0
it needs advanced information

to find and insert correctly maps,
curves or single values

3. 5.
2.
1.
4.

• Search window
It allows to search data inside the file
- Numeric values
- Text/Hex file
- ASCII Blocks
- Selected Block
- Maps with structure Bosch

Category: injection system.
 Injection maps: [LAMBDA].
 Injection correction: [ % Corr ] or [ Factor ].
 Injection time: [ microseconds ] ; [ milliseconds ].
 Phase of injection: [ deg ] ; [ ° BTDC ].
 Fuel quantity injected: [ mg/stk F ] ; [ mm3/HUB ] ; [ mm3/INJ ]

Category: Air control
 Electronic throttle valve: [ % Thr ] or [ ° TPS ]
 Airflow ( MAF ): [ Kg/h ] ; [ g/sec ] ; [ g/rev ]
 Intake manifold pressure ( MAP ): [ hPa ]; [ mbar ]; [ bar ]; [ psi ]
 Engine load: [ Load ]; [ V.E. ]; [ % Air ]
 Quantity of air – base maps: [ mg/Stk A ]

Category: Turbo pressure
 Turbo pressure: [ % Air ] or [ hPa ]
 Limiter of turbo pressure: [ % Air ] ; [ hPa ] ; [ mbar ].
 Correction/linearization of turbo pressure: [ Factor ] ; [ CMPratio ]
 Wastegate Duty Cycle: [ % ] ; [ % Duty ]
 Overboost: [ s ]
 Variable geometry duty cycle: [ % ] ; [ % Duty ]

Category: Spark advance
 Optimal spark advance: [ deg ] ; [ deg BTDC ].
 Spark advance base map: [ deg ] ; [ deg BTDC ].
 Correction of spark advance: [ factor ] ; [ % correction ] ; [ deg ].

How the ECU manages the engine components
Part two
2. How the ECU manages the engine components
• How the ECU processes the data.

• Operating states of the engine.
• Analysis of torque and power graphs for Petrol engine.

A modern engine is managed using:
Sensors which inside the engine system measures physical quantities and generates electric
impulses like for example the phonic wheel, lambda probe and the potentiometer
of the accelerator pedal
actuators, which can control a specific electronic component and all the mechanical system
to have like final result the shaft drive transmission and consequently the movement of the vehicle:
some of the most important actuators are the throttle valve, injectors and the
fuel pump
The Engine Control Unit (ECU) manages the actuators according to the signals
from the sensors
Determine in this way the «state» of the engine-system

The Engine control unit must always manage with the maximum efficiency and into the
optimal way the resources in order to avoid malfunctions and operates always in the
correct way: all this is possible thanks to the Operating System.
the OS inside the Microcontroller manage:
Software: Control «strategies»
Maps: relationships between “sensors and actuators” signals
The software and the maps are stored inside the stock original file

Different conditions involves different maps:
• Cranking: Spark advance during cranking, injection correction f(ECT), torque request
during cranking.
• Idle control: RPM idle, factor injection correction f (ECT).
• “normal” drive: torque request during standard conditions, requested lambda, turbo
pressure.
• Acceleration / braking drive: torque request during take off conditions, limiter of
maximum torque, limiter of turbo pressure, exhaust gas temperatures, lambda for
component protection.
• Maximum revolutions (RPM), speed: maximum RPM, maximum speed.

The performances of an electronically-

controlled combustion engine (torque, power,
fuel consumption, emissions) can be
modified by modifying the maps of the stock
original file

To successfully modify the parameters contained in the Gasoline engine management

maps, you need to know the actuators on which action is taken:
• Combustion and carburetion
• Differences between Open Loop and Closed Loop
• Air control and super charging / turbo charging
• Control of the spark advance
• Restrictions and deactivations of devices

Petrol engine system
Part two
• Notions on Petrol engine related to the maps.

• Open loop and closed loop.
• Sensors and actuators managed by the ECU.
• Air control, injection and advance for Petrol Engine.

Combustion
It is a chemical reaction involving precise quantities (weight) of:

• Combustible (petrol, diesel, etc.)
• Combustive agent (oxygen in the air)
The mixture is mainly a dispersion of small drops of combustible in air
Petrol: the combustion is ignited by a spark

(spark-ignition)
Diesel: the combustion is initiated by the heat of compression
(compression-ignition)

Carburetion: AFR
The carburetion is the parameter which express the quantity of air and combustible to
obtain the correct combustion:
AFR (Air Fuel Ratio) = kg air / kg combustible
Different combustible have always AFR ideal (stoichiometric) AFR

Carburetion: Lambda (λ)
The oxygen sensor (Lambda probe) measures the percentage of oxygen (O2) in the
exhaust gases:
• λ = AFR / AFR stoichiometric
«normal sensors»:
• 0.8 < λ < 1.6 → 11.8 < AFR < 23.5
(AFR values referred to petrol)
«wide-band» sensors (wide-band):

• 0.7 < λ < ∞ → 10.3 < AFR < ∞

Oxygen sensor: electric signal
Main differences between the two probes, «traditional» with 4 wires and the probe wide-
band with 5/6 wires and the type of signal which send to ECU:
«traditional» probe with 4 wires: «Wide band» probe with 5/6 wires

The petrol engine system
In a very simple way, this scheme block show how the combustion works, due to the air
and the petrol injected:
Air Electronic
Intake
MAF throttle
Filter valve
manifold
Spark Adv.
Injection
ECU T [C°] Combustion

λ T [C°] λ
Exhaust
λ2 CAT λ1
manifold

Operating states of the engine
Engines with carburetor and mechanical throttle valve:
Engine with mechanical throttle valve:
Part Load:
Accelerator pedal / throttle valve between 25% and 75%
Full Load:
Accelerator pedal / throttle valve between 75% and 100%
ECU-controlled engines:
Closed Loop:
Ecu corrects the injection in order to maintain λ = 1
Open Loop:
Ecu increases the injection in order to maintain λ ≤ 1

Closed loop (target: λ = 1)
During the functions in closed loop the ECU controls the carburetion in order to reduce
consumption and maintain emissions level at the minimum possible
Engine Exhaust
Injection
Normal conditions

Map: Injection base map

Open loop (target: λ < 1)
During functions in Open loop, the ECU manage a rich carburetion in order to «save» the
engine from the knocking condition and its main components (turbo compressor,
injectors etc..) from high combustion temperatures
Engine Exhaust
Injection
High performances («Full load»)

Map: Desired Lambda

The carburetion inside the ECU
• When a chip-tuning is performed, the ECU

must manage the carburetion through
specific maps
• It won’t «follow» the functions of

the lambda sensor to maintain 1
• The ECU will prevent damages of the

components inside the engine
• It is express according to the % of Air

and the RPM
• Often very rich

Map: Lambda for protection components

Intake system
• Intake system with MAF (Mass Air Flow) sensor.
Air Intake
MAF
Filter manifold
• Intake system with MAP (Manifold Absolute Pressure) sensor.

MAP
Air Intake
Filter manifold

Airflow mass through throttle valve

Electronic throttle valve
• Actuator which limits and manage the

air aspirated from the engine
• Controlled by the ECU according to signals

from the MAF or MAP and different
parameters managed by the ECU

Map: throttle valve operating angle
Table View
3D View

MAF Sensor
• It is the “key” component for the correct measurement of the airflow mass in the
engine:
• It does measurements in[kg/h]
• «hot wire» sensor
• Good accuracy at any load
• It can measure also the Temp.

of the air in [°C]
• Low toughness, it « gets dirt »

easily

Supercharging system
• The supercharging system is essential in high performance

gasoline engines:
• It Compresses the air (forced aspiration)
• It increases the air quantity
inside the engine
• It increases the torque from low RPM
• With small cc3 engine you can
obtain much more power
• Two kind of these:

-Supercharged: distribution
-Turbo-compressor: exhaust gases

Map: limiter for turbo pressure

Excess of pressure
• Wastegate:
It vents the excess pressure

of the exhaust gas
• Pop-off:
It vents the excess pressure

of the air inside the intake manifold

APS Sensor
• It senses atmospheric pressure

(Absolute Pressure Sensor)
• It allows to estimate the relative

supercharging pressure
• It allows to preserve the turbocharger

in case of rarefied air
• It is fitted directly inside the ECU
• Very sturdy and hard to be

damaged

Map: wastegate duty cycle

Ignition system
• It ignites the mixture with the correct

spark advance
• There are maps which limits the spark

advance, corrections f(ECT),
during cranking or in standard condition
• It could be different maps

related to the operating states
or the kind of fuel used
• The limit for the spark advance could

be inexistent if the ECU it’s very old
• It is expressed in deg BTDC

Map: Spark advance base map

Tuning process for a petrol engine
Part four
Diesel engine system
Part three
Diesel engine system
• Notions on Diesel engine related to the maps.

• Different injection system: different maps.
• Sensors and actuators managed by the ECU.
• Air control, injection and rail pressure for Diesel Engine.

5. The diesel engine system
The Diesel engine
• The main parameter of performances

control is the fuel quantity
• It functions with lower combustion

temperature compared with petrol engines
• Self-ignition due to compression
• It works to lower RPM
• Higher torque than petrol
• It works always with lean carburetion

(in excess of air)

Structure of the Diesel engine

Structure of the Diesel engine
1. Air filter valve (exchange between high- and low-

2. MAF (Manifold Absolute Pressure) sensor pressure stages)
3. Turbocharger (high-pressure stage) 14. Electro-pneumatic turbo pressure regulation
valve (wastegate) (high-pressure stage)
4. Turbocharger (low-pressure stage)
15. Catalytic converter
5. High-pressure stage supercharging pressure
regulation valve 16. FAP (anti-particulate filter)
6. IAT (Intake Air Temperature) sensor 17. Muffler (silencer)
7. Intercooler 18. ECU (Engine Control Unit)
8. Electronic throttle valve
9. EGR (Exhaust Gas Recirculation) valve
10. EGR gas heat sink
11. Turbo pressure sensor
12. Engine
13. Electro-pneumatic turbo pressure regulation

Injection system
• It injects into the cylinder the correct quantity

of diesel oil when the compression finish
• It needs high pressure (thousand of bar)
• The most common system: Common Rail
• Older system: injector-pump
(on the VAG group).

Map: fuel quantity injected
• It expresses the fuel quantity which is injected per each cycle [mg/stk]
• It converts the torque calculated by the ECU [Nm].

Common rail injector
• It generates an internal pressure into the rail

for the diesel oil to be injected directly
inside the cylinder
• It is possible to vary the pressure of

the injection so increase also performances
• Allow to the manufacturers to respect

Euro 5 – 6 emission level
• It’s possible also to manage the opening

timing of injectors

Map: Injection timing
• It express the opening of injectors in microseconds [us]

• According to the rail pressure [bar] and the fuel quantity injected [mg/stk]

Common Rail system

Common Rail System
1. Fuel tank
2. Electrical fuel pump (low-pressure circuit)
3. Fuel filter
4. Fuel heater
5. Pre-charge fuel tank
6. Fuel temperature sensor
7. Mechanical wheels pre-charge pump
8. Electrical fuel pump (high pressure circuit)
9. Fuel dosage valve
10. Fuel pressure regulator
11. High-pressure accumulator (Rail)
12. Fuel pressure sensor
13. Injectors
14. Fuel pressure limiter valve
15. Vent valve valve

Map: Rail Pressure
• This map expresses the pressure inside the Rail in [bar]

• According to the fuel quantity injected and the RPM, decide how much pressure the
high pressure pump has to generate.

Intake system
• It is expressed like «air control»

in ECM Titanium
• Allow always to manage the air

quantity which enter in the engine
and also the quantity of exhaust gases
• It controls also how work and

the diagnose of the EGR valve
Air
filte
r

Map: air quantity – base map
• It expresses the air quantity from the outside which will be introduced into the
engine, in [mg/stk A]
• These values are expressed according the RPM and fuel quantity injected

EGR control
• Returns a part of the exhaust gases to the

recirculation by passing from the exhaust
manifold to the intake manifold
• Diesel engine evolution increased the
compression ratio:
T particulate NOx
• Exhaust gases are reintroduced (EGR)

in the cylinder to reduce O2 and to lower combustion T
• Main problems:
EGR locks close: much O2, much NOx, few particulate, more tq. than normal
EGR locks open: few O2, few NOx, much particulate, less tq. than normal

Map: EGR Control- % of opening / closing
• It expresses the opening or closing of the EGR valve in [%]
• Managed according to the % pedal pressed [%] and Engine rotation [RPM]

Turbo system
• Essential on Diesel engines:
• Most has Variable geometry system

Turbocharger with variable geometry system VNT
Valve
WasteGate
• There are maps related to:
Turbo Pressure, limiters
Wheel
and Variable Geometry compressor
Low
RPM
Intake
Snail
• Volumetric Compressors are
only on marine engines High
RPM
Variable
• Very delicates and expensive Vanes
Exhaust
Snail
Turbine
Wheel

Map: Variable geometry Duty Cycle
• It can manage the duty cycle of the variable vanes inside the exhaust snail and express
these data in [%]
• It is managed according the [RPM] and the fuel quantity injected [mg/Stk F]

How the turbo pressure is managed
• Maps for turbo pressure are used to manage the absolute pressure measured by the
MAP inside the intake manifold
• The map show also the relative atmospheric pressure
• The atmospheric pressure is almost always close to 1000 [hPa]
• The way to fine the relative turbo pressure is:
Absolute pressure Relative Atmospheric

inside the map pressure
Relative pressure of
turbo

Map: Turbo Pressure
• It show the pressure in [hPa]
• It is expressed according to the [RPM] and the fuel quantity injected [mg/stk F]

Limiters
• These can manage limitations

imposed by the manufacturer
• These can also represent

the RPM at Idle
• These shows speed limiters
• RPM limiters
• You can find these represented

in numbers or switch

Maps: limiters
• These are expressed in [RPM] if they relate to Engine speed

• These are expressed in [km/h] or [switch] if they relate to Vehicle speed

Tuning process for a diesel engine
Part six
Any questions and clarifications?

The end
Questions and clarifications

Software For Remapping - ECM Titanium

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ECM Titanium Tuning Software

First level course

2. How the ECU manage components inside engine system

3. Petrol engine system

4. Tuning process for a petrol engine

5. Diesel engine system

6. Tuning process for a diesel engine

Alientech Training Center First level course 2

• Features of ECM Titanium.

Alientech Training Center First level course 4

• Summary increases (alt+r)

Allow to check and export a *.ind file

It could be applied on a similar file

Alientech Training Center First level course 5

• Custom drivers (Alt+d)

It is used to “modify” or create

• Possibility to edit the current driver

it needs advanced information

Alientech Training Center First level course 6

Alientech Training Center First level course 7

It allows to search data inside the file

Alientech Training Center First level course 8

• Units used representing maps.

Category: injection system.

 Injection maps: [LAMBDA].

 Injection correction: [ % Corr ] or [ Factor ].

 Injection time: [ microseconds ] ; [ milliseconds ].

 Phase of injection: [ deg ] ; [ ° BTDC ].

 Fuel quantity injected: [ mg/stk F ] ; [ mm3/HUB ] ; [ mm3/INJ ]

Alientech Training Center First level course 9

• Units used representing maps.

Category: Air control

 Electronic throttle valve: [ % Thr ] or [ ° TPS ]

 Airflow ( MAF ): [ Kg/h ] ; [ g/sec ] ; [ g/rev ]

 Intake manifold pressure ( MAP ): [ hPa ]; [ mbar ]; [ bar ]; [ psi ]

 Engine load: [ Load ]; [ V.E. ]; [ % Air ]

 Quantity of air – base maps: [ mg/Stk A ]

Alientech Training Center First level course 10

• Units used representing maps.

Category: Turbo pressure

 Turbo pressure: [ % Air ] or [ hPa ]

 Limiter of turbo pressure: [ % Air ] ; [ hPa ] ; [ mbar ].

 Correction/linearization of turbo pressure: [ Factor ] ; [ CMPratio ]

 Wastegate Duty Cycle: [ % ] ; [ % Duty ]

 Variable geometry duty cycle: [ % ] ; [ % Duty ]

Alientech Training Center First level course 11

• Units used representing maps.

Category: Spark advance

 Optimal spark advance: [ deg ] ; [ deg BTDC ].

 Spark advance base map: [ deg ] ; [ deg BTDC ].

 Correction of spark advance: [ factor ] ; [ % correction ] ; [ deg ].

Alientech Training Center First level course 12

• How the ECU processes the data.

Alientech Training Center First level course 14

A modern engine is managed using:

Determine in this way the «state» of the engine-system

Alientech Training Center First level course 15

the OS inside the Microcontroller manage:

Software: Control «strategies»

Maps: relationships between “sensors and actuators” signals

Alientech Training Center First level course 16

Different conditions involves different maps:

• Idle control: RPM idle, factor injection correction f (ECT).