A modern engine is managed using:

Sensors, which measure physical quantities and generate electrical

signals
(phonic wheel, Lambda probe, …)

Actuators, which electrically «control» the mechanical system

(electronic throttle valve, EGR, …)

The Engine Control Unit (ECU) manages the actuators

according to the signals from the sensors
(«state» of the engine-system)

2
The ECU must foresee to control the engine in any
state:

Cranking
Idle
«Normal»
Maximum revolutions (RPM limiter)
Acceleration/braking
Partial malfunctioning
…

3
The ECU Operating System controls the engine
through:

Software
(control «strategies»)

Maps
(relationships between sensors’ and actuators’ signals)

4
A bad engine management can result from:

Operating System
Solution: ECU replacement, recall campaign
(in case of «serious» problems)
Probability: Low
Cost: High

Software or Maps
Solution: Update of the «stock original file» of the ECU
(using the official «Diagnostic Tester» in a brand dealer)
Probability: High
Cost: Low

5
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

6
Increase torque and power:
Cars, Motorbikes

Reduce fuel consumption:

Cars, Trucks

Modify speed limiter:

Raised in Cars and Tractors
Lowered in Business Vans

7
 T
It is similar to force:
to apply torque to a body means w s
to accelerate its revolution
R
It is responsible for the
acceleration of a vehicle: F
R = Wheel Radius [m]
high T = high acceleration F = Force [N]
T = F x R = Torque [Nm]
w = Wheel angular velocity
[rad/s]
s = Vehicle speed [km/h]
8
«Engine torque» is the torque which the engine
generates on the crankshaft
(responsible for the «drive» on the transmission)

The engine can generate different torque levels

at different revolution speeds (RPM)
(one or more maximums)

9
10
It depends on:
R1 T1
engine torque
(at the considered RPMs) w1 T2
selected gear w2
(gear ratio) st
R2
Ever greater than engine torque:
(Rwheel > Rcrankshaft G < 1)
G = Gear Ratio
𝑤2 𝑅1
However, there are mechanical losses 𝐺= =
𝑤1 𝑅2
(transmission, distribution, …) 𝐶2 = 𝐶1 𝐺
11
 Tw 3 main things:

𝐹 𝑇𝑤 𝑅
w a 𝑎= =
𝑚 𝑚

The force F contrasts:

R vehicle inertia (weight)
friction
aerodynamic resistance
F
R = Wheel Radius [m] The ECU estimates engine torque using time
F = Force [N] and speed (VSS, Vehicle Speed Sensor):
Tw = F x R = Wheel torque [Nm]
w = Wheel angular velocity [rad/s] 𝑆2 − 𝑆1
a = Vehicle acceleration [m/s2] 𝑇𝑒 = 𝑚𝑅𝐺
𝑡2 − 𝑡1

12
It is the ratio between consumed energy and considered
time:
P=E/t

Measurement Units:
kW
Horsepower: HP, CV, PS, … (1 kW ≈ 1.36 HP)

The engine transforms the chemical energy of burned

fuel in mechanical (revolutions of the crankshaft)

13
Related to vehicle speed:
to keep a vehicle at constant speed it is necessary to «spend»
power in order to contrast frictions and aerodynamic
resistance

high P = high speed

Note: Aerodynamic resistance becomes eight times when

speed doubles!

e.g.: If with an engine power of 35 kW a car reaches 130

km/h, with 70 kW it would just reach 170 km/h, not 260!
14
It is related to torque:
P = T x RPM

So, if T is constant:
RPM P
RPM P

Max P usually is at higher RPMs than Max T

For petrol engines Max P usually is at Max RPMs

15
16
17
18
Euro 1 (1993): catalytic converter and electronic fuel injection
(petrol) mandated by law

Euro 2 (1997): different pollution emission limits for petrol

and Diesel engines

Euro 3 (2001): EOBD mandated by law, FAP/DPF appearance

Euro 4 (2006): SCR and EGR appearance

Euro 5 (2009): FAP/DPF mandated by law on Diesel cars,

emission limits for particulate also for petrol engines

19
g/km
3
2,72 CO

2,5 HC + NOx

Particolato
2

1,5

1
0,97
1
0,75
0,64
0,56
0,5 0,5
0,5 0,3
0,25
0,14
0,08
0,05 0,025 0,005

0
EURO 1 EURO 2 EURO 3 EURO 4 EURO 5

20
g/km
3
2,72 CO

2,5 HC + NOx
2,3
2,2
Particolato
2

1,5

0,97 1 1
1

0,5
0,5 0,35
0,18 0,135
0,005
0
EURO 1 EURO 2 EURO 3 EURO 4 EURO 5

21
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: combustion is initiated by a spark

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

22
 AFR (Air Fuel Ratio) = kg air / kg combustible

Diverse combustible = Diverse stoichiometric AFR

Combustible AFRST Combustible AFRST

Petrol 14.7 Methane 17.2
Diesel 14.5 Ethanol 9.0
PLG 15.5 Methanol 6.4

23
The oxygen sensor (Lambda probe)
senses the percentage of oxygen
(O2) in the exhaust gases:

λ = AFR / stoichiometric AFR

«Normal» sensors:
0.8 < λ < 1.6 → 11.8 < AFR < 23.5

«Wide-band» sensors:
0.7 < λ < ∞ → 10.3 < AFR < ∞

(AFR values referred to petrol)

24
«Normal» (4 wire) and «wide-band» (6 wire) sensors

Main manufacturers: Bosch, NTK/NGK

25
«Normal» probe (4 wire) «Wide-band» probe (5/6 wire)

26
Single sensor: upstream of the catalytic converter
Double sensor: one upstream, one downstream of the catalyst
(more accurate carburetion, efficiency control over the catalyst)

27
It reduces emissions of the 3 main pollutants (HC, CO, NOx)

Three types:
Reduction (NOx)
Oxidation or Two-way (HC, CO)
Oxidation-reduction or Three-way (HC, CO, NOx)

28
29
 Spark ignition
(control of spark advance)

Control parameter:
Air quantity
(a petrol engine always runs near to the A: Intake C: Power
stoichiometric ratio) B: Compression D: Exhaust

30
The cylinder is filled with air, or mixture
in case of indirect injection

In case of direct injection, it occurs now

31
The piston’s return to the TDC
compresses the mixture,
increasing its P and T

Just before the TDC the spark

plug ignites the mixture

32
The high T and P cause the
burning mixture to expand in
the cylinder

33
The piston returns to
the TDC expelling the
exhaust gases through
the exhaust valves

34
 Air Intake
MAF
Filter manifold
m [kg] T [°C] %
tacc
ECU Engine
T [°C]
λ T [°C] λ

Exhaust
λ2 CAT λ1
manifold

35
It supplies the correct fuel amount to create the
optimal air/petrol mixture

Evolution:
Carburetor
Forced mechanical injection
Indirect electronic injection
Direct electronic injection

36
1) Closed throttle valve 2) Open throttle valve

37
System initially used in planes and racing cars
because simple and reliable

Mechanical injector operated through cams and

leverage

Disadvantage: always rich carburetion because

only dependent from RPMs but not air
38
 Fuel

Coil

Combustible
Nozzle filter

Valve spring
Piston
Fuel spray

Now almost ever a valve controlled by the

ECU, which manages:
timing (phase) of the start of injection
duration of injection
39
40
41
42
Engines with carburetor and mechanical throttle valve:
Part Load:
Accelerator pedal/throttle valve between 25% and 75%
Full Load (WOT):
Accelerator pedal/throttle valve between 75% and 100%

ECU-controlled engines:
Closed Loop:
The ECU corrects the injection in order to maintain λ = 1
Open Loop:
The ECU increases the injection in order to maintain λ < 1

43
MAF/
Engine λ Exhaust
MAP

Injection ECU

Normal conditions, the ECU:

measures the O2 in the exhaust gases
corrects the injection in order to maintain λ = 1
(fuel consumption/emissions reduction)

44
MAF/
Engine λ Exhaust
MAP

Injection ECU

High performances («full load»), the ECU:

measures the O2 in the exhaust gases
corrects the injection in order to maintain λ < 1
(excess fuel to limit T and to prevent knocking)

45
46
 Air Intake
MAF
Filter manifold

MAP
Air Intake
Filter manifold

47
Limits intake airflow

Connected to the
accelerator pedal by wire

48
Limits intake airflow

Controlled by the ECU

according to accelerator
pedal and maps

49
50
Mass Air Flow sensor

«Hot Wire» or «Hot Film»

sensor

Good accuracy at any load

Low toughness, it «gets dirt»

easily

51
It senses air pressure in the intake
manifold (Manifold Absolute
Pressure)

Membrane sensor, which is

distorted according to the pressure

Low accuracy, particularly at

middle loads

Very sturdy and cheap

52
Inside the intake duct (IAT)

Inside the intake manifold (MAT)

53
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
54
It increases (by compression) the amount of air drawn in
the engine
(forced aspiration)

It increases torque starting from low revolutions

It can damage parts of the engine if malfunctioning

Two types (depending on movement):

Supercharger: distribution
Turbocharger: exhaust gases

55
Roots, Lysholm screws, scroll-type, …

Almost only used on petrol engines

56
 Exhaust Intake
snail snail

Turbine Compressor
wheel wheel

Shaft

57
Compressor
wheel Exhaust
snail

Intake
snail

Turbine
Shaft wheel
Variable vanes
58
59
Wastegate:
gives vent to the excess
pressure of the exhaust
gases

Pop-off:
gives vent to the excess
pressure of the compressed
air at the intake

60
Ignites the air-fuel mixture with proper
advance

Evolution:
Distributor
Distributor with variable advance
Electronic ignition timing

61
62
63
 Compression ignition

Short time for injection and

combustion

low maximum RPMs

max power < petrol engines

Control parameter:
fuel quantity A: Intake C: Power
(a Diesel engine always runs lean) B: Compression D: Exhaust

64
The cylinder fills with air

65
The return of the piston
to the TDC compresses
the air, increasing P and T

Just before the TDC the

fuel is injected and
atomized

66
High temperature ignites the
mixture, causing its expansion
in the cylinder

However, expansion lowers T,

increasing the risk of
incomplete combustion
(→ particulate)

67
After expansion, the
piston returns to the
TDC expelling the
exhaust gases through
the valve

68
69
1. Air filter 11. Turbo pressure sensor
2. MAF (Manifold Absolute Pressure) 12. Engine
sensor 13. Electro-pneumatic turbo pressure
3. Turbocharger (high-pressure stage) regulation valve (exchange between
4. Turbocharger (low-pressure stage) high- and low-pressure stages)
5. High-pressure stage supercharging 14. Electro-pneumatic turbo pressure
pressure regulation valve regulation valve (wastegate) (high-
pressure stage)
6. IAT (Intake Air Temperature) sensor
15. Catalytic converter
7. Intercooler
16. FAP (anti-particulate filter)
8. Electronic throttle valve
17. Muffler (silencer)
9. EGR (Exhaust Gas Recirculation)
valve 18. ECU (Engine Control Unit)
10. EGR gas heat sink

70
It injects the correct amount of Diesel at the end of the
compression stroke

High pressure is required

Old system: high-pressure pump + injector

Evolution:
Mechanical pump
Pump injector (unit injector)
Common Rail

71
72
73
74
1. ECU (Engine Control Unit) 9. EGR control
2. MIL (Malfunction Indicator Lamp) 10.Injector
3. Glow-plug check lamp 11.Glow-plug
4. MAF (Mass Air Flow) sensor 12.Glow-plug relay
5. Turbocharger with wastegate 13.Engine RPM sensor
valve 14.ECT (Engine Coolant Temperature)
6. Turbocharger charge pressure sensor
control electrovalve 15.Mechanical pump
7. MAP (Manifold Absolute Pressure) 16.Accelerator pedal sensor
sensor
17.CAN Bus
8. EGR (Exhaust Gas Recirculation)
18.OBD-II connector
valve

75
Simple electrovalve

Electronic control of the aperture time

Cheap

76
«Hybrid», it internally generates
the high pressure (about 2000
Bar)

Fixed pressure, not electrically

controllable

Expensive (≥ 400 € / unit)

Inaccurate supply, it does not

allow to meet Euro 5 regulation

77
78
1. High-pressure fuel circuit 10.Fuel filter and temperature sensor
2. Low-pressure fuel circuit 11.High pressure fuel return circuit
3. Fuel filters cooler
4. Throw pump 12.Fuel pressure regulator
5. Fuel level 13.Injectors
6. Connection of the low pressure
fuel return circuit
7. Connection of the low pressure
fuel feeding circuit
8. Connection of the high pressure
fuel feeding circuit
9. Connection of air bleeding

79
80
1. Fuel tank 10.Fuel pressure regulator
2. Electrical fuel pump (low-pressure 11.High-pressure accumulator (Rail)
circuit) 12.Fuel pressure sensor
3. Fuel filter 13.Injectors
4. Fuel heater 14.Fuel pressure limiter valve
5. Pre-charge fuel tank 15.Vent valve
6. Fuel temperature sensor
7. Mechanical wheels pre-charge
pump
8. Electrical fuel pump (high
pressure circuit)
9. Fuel dosage valve

81
Simple electrovalve

Electronic control of the aperture time

High-temperature resistant materials (direct

injection)

Quite cheap (≥ 150 € / unit)

It allows to meet and exceed Euro 5

regulation

82
83
 MAP
Air Intake
COMP Intercooler
filter manifold

Intercooler:
it cools down air after the compressor

Throttle valve on a Diesel??

yes, but only for powering off (it avoids the «jump»)

84
85
Essential on Diesel engines:
↑ torque since low revolutions
↑ power at high revolutions

Almost ever turbocharger

86
 Exhaust Intake
snail snail

Turbine Compressor
wheel wheel

Shaft

87
Compressor
wheel Exhaust
snail

Intake
snail

Turbine
Shaft wheel
Variable vanes
88
89
Wastegate:
gives vent to the excess
pressure of the exhaust
gases

Pop-off:
not used in Diesel engines

90
Diesel engine Vs. Petrol engine:
it is more efficient (- 30 % fuel consumption)
it generates less HC, CO, and CO2, but more NOx and
particulate

In order to reduce emissions, specific systems for

each pollutant have been introduced:
HC, CO: DOC (Diesel Oxidation Catalyst)
particulate (PM): DPF, FAP
NOx: EGR, SCR

91
Particulate reduction through filtering

FAP: additive (cerium oxide) in the

Diesel fuel

Regeneration: 450 °C FAP, 650 °C DPF

FAP: tank and filter for cerium oxide,

to be filled/replaced every 80000 km

92
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 torque than normal

EGR locks open: few O2, few NOx, much

particulate, less torque than normal

93
94
 AdBlue tank
DOC + DPF
AdBlue injection N2 + H2O

Diesel engine SCR catalytic converter

95
NOx reduction through Selective Catalytic Reduction

Addition of urea (AdBlue, BlueDEF) to exhaust gases,

needing a dedicated tank and injector

Very effective system (NOx reduction: 80 – 100 %), for

example it will be used by Iveco for its Euro 6 vehicles
(«SCR Only»)

96
The performances of an ECU controlled
engine (torque, power, fuel, emissions)
can be tuned just modifying the stock
original file

97
Reading the stock original
file of the Engine Control
Unit (ECU)

98
INDEX Updated FUNCTIONS Updated MAPS
for engine for engine
management SW management

File size: 8 kB – 4 MB

99
It is the «brain» that controls the
engine

Managed systems:
Sensors
Injection system
Ignition system (petrol)
Air system (+ turbo if turbocharged)
Emission reduction systems
…

100
In an external Flash memory chip
(most common case, or in an EPROM chip for old ECUs)

Inside Microcontroller’s internal memory

(if it includes enough memory, recent models)

101
1. Microcontroller

It executes calculation
(it «employs» only numbers)

It stores the ECU Operating System

(firmware)

It has some free memory for calculations

and data

It communicates with the outside world

(sensors, actuators, diagnostic tester , …)

102
2. Flash («EPROM»)
Engine data memory

It stores the stock original file:

Micro’s updated functions
Updated maps

It is absent if the ORI file is

stored inside the Micro
103
3. EEPROM, E2PROM (8 pin)
Vehicle data memory

Security:
VIN (Vehicle Identification Number)
Key codes
Immobilizer
Diagnostic Trouble Codes (DTC) (opt.)

Configuration:
Mileage (opt.)
Wheel size supported list
Injectors codification (opt. for Diesel)
Speed limiter (opt.)
Serial flash counters (opt.)
104
 4. External connectors

Analog inputs (sensors)

2
Outputs (actuators control signals)

Communication and diagnosis:

L_Line (obsolete)
K_Line
J1850 OBD-II
CAN-bus

105
 2 - J1850 Bus + 10 - J1850 Bus -
4 - Chassis Ground 14 - CAN Low
5 - Signal Ground 15 - L Line
6 - CAN High 16 - Battery Power
7 - K Line

Standard for light and medium duty vehicles

(communication, connector form, error codes, diagnostic services)

Developed by SAE in the U.S.A. (OBD-II), introduced in E.U. as

EOBD and in Japan/Asia as JOBD

Introduction in the E.U.:

petrol cars since 1998 approx
Diesel cars since 2000 approx

106
 5. Microcontroller communication
interface

2 Used by the ECU manufacturer to

flash the Operating System during ECU
production

It can be called:

BDM if Micro is Motorola

JTAG if Micro is ST or Infineon

107
108
109
There are 2 groups:
Vehicle manufacturer (part number)
ECU manufacturer (e.g. Bosch)

Relating to:
version of the electrical circuit
(Micro, memories , «optional» components)
version of the Operating System

For Bosch:
0 281 xxx xxx = Diesel
0 261 xxx xxx = Petrol

110
It identifies:
version of the updated functions for Micro’s OS
version of the maps for engine management

How can I find it?

By identifying the ECU through diagnostic plug
(diagnostic tester , KESSv2, …)
Inside the stock original file
(ECM Titanium, …)

For Bosch: 1 037 xxx xxx

111
 Bosch

10%
4%
4% Siemens

16%
Delphi Lucas
66%

Magneti Marelli

Sagem, Motorola, Denso, Temic,

FoMoCo, Phoenix, Mitsubishi, Keihin,
…

112
Diesel: EDC x e.g.: EDC 16U31
EDC = Electronic Diesel Control
V = Distributor injection pump (Verteiler Einspritzpumpe) (e.g. EDC 15V)
P = Pump-nozzle (Pumpe-düse) (e.g. EDC 15P)
U = Pump-nozzle (e.g. EDC 16U, EDC 17U)
C = Common Rail with 1 MB external Flash chip (e.g. EDC 16C)
CP = Common Rail with 2 MB external Flash chip (e.g. EDC 16CP, EDC 17CP)

Petrol: M x e.g.: MED 17.5

M = Motronic (Motorelektronik)
E = Electronic throttle (Electronic Throttle Control)
D = Direct injection inside cylinder (Direct Injection)
G = ETC with integrated transmission control (Getriebesteuerung)
V = Valvetronic System (patented by BMW)
C = Common Rail

113
Siemens (Diesel): P x e.g.: PPD 1.5
PD = Pump injector (Pumpe-düse)
CR = Common Rail

Magneti Marelli (Diesel): e.g.: MJD 6JF

MJD = MultiJet Diesel

Delphi Lucas (Diesel): e.g.: DCM 3.5

DCM = Common Rail

114
 Old EPROM chips had low reliability

A data integrity control was necessary:

CHECKSUM (simple algorithms)

Later it became a real anti-chiptuning protection

115
Checksum verification during cluster switch-on

Reading procedure not available through OBD port

(disabled by hardware or by software)

Partial reading through OBD port

(incomplete stock original file)

Encrypted stock original file

(only when using the EPROM programmer)

Modified file recognition by «digital signature»

(Infineon Tricore: MED17, EDC17, …)

116
There are 3 possibilities:

Diagnostic port
(e.g. KESSv2)

Microcontroller communication
interface
(e.g. K-TAG)

Memory chip programmer

(unsoldering the Flash/EPROM chip, primal
method, e.g. Galep)

117
 Always possible using
«Original Files Request»
from Alientech Data Bank

118
It is the software to use to
manage Alientech tools:
KESSv2
K-TAG

K-SUITE recognizes the

connected tool and
configures itself for its
management

119
120
 It is a serial flasher through diagnostic port

It can be connected to different kinds of vehicles:

121
Cables included in the standard offer:
OBD-II standard cable
Universal cable (with «OBD-I» plug for the Fiat/Alfa/Lancia group)
K4 cable

Note: they already allow to flash ANY available vehicle

Options:
Diagnostic «OBD-I» cables (e.g. BMW, Mercedes, Porsche, …)
Specific cables for trucks and tractors
Tricore plug-in
(it transforms KESSv2 in a cloning device for Bosch «Series 17» ECUs)

122
123
124
125
126
127
128
129
130
131
132
133
134
135
136
137
138
139
140
141
142
143
144
BMW Series 1 E88 118i 2000 16V 143 CV:
Connection: OBD-II cable
BMW Series 3 E36 318 1900 16V 116 CV:
Connection : Universal or BMW «OBD-I» cable
Alfa Romeo 145 II 1400 16V TS 103 CV:
Connection : Universal or OBD-II cable
Note: Forbidden reading, Flashing enabled using the blue cable
Renault Megane III 1900 cc 8V dCi 130 CV:
Connection : OBD-II cable
Note: Injector coding, Engine temperature, Electronic key card
VW Jetta V 1900 8V TDi 105 CV:
Connection : OBD-II cable
Note: Flash counters

145
BMW MS 52-MS 54:
Connection : OBD-II cable
Note: File cutting required (2 flash chips, Utility menu)
Fiat Grande Punto 1300cc 16V MJet 75 CV CAN:
Connection : OBD-II cable
Note: Forbidden reading, File cutting required (Micro + Flash, Utility menu)
Fiat Grande Punto 1300cc 16V MJet 75 CV K_Line:
Connection : OBD-II cable
Note: Forbidden reading, File cutting required (Micro + Flash, Utility menu)
Fiat Punto II 1200 16V 80 CV:
Connection : On desk using K4 cable
Note: «Hybrid» ECU
Bosch ME7.9.10 (Fiat 500 II etc.)
Connection : On desk using K4 cable
Note: Bootloader ST10Fxxx (Extras menu)
Bosch EDC17 BMW
Connection : On desk using the Tricore plug-in
Note: Bootloader Tricore (Extras menu)

146
147
 It is a reader/programmer directly interfaced
with the microcontroller

It can communicate with:

148
149
150
151
152
153
154
155
156
157
158
159
160
Two ways to communicate with an ECU:

Selecting the type of vehicle

Selecting the ECU model

161
162
163
164
165
166
167
168
169
170
171
 CHIP-TUNING SOFTWARE EVOLUTION

It is the software for editing the stock original file

stored in the ECU

After getting the stock original file (KESSv2, K-TAG,

Galep o original file request from Alientech Data
Bank) it is possible to open it using ECM Titanium
SW, to look at the maps and to develop the
modified file (MOD)

172
Software integrated in a special 8 GB USB flash drive

It can store:
Original files
Modified files
Driver files (maps positions)
Checksum algorithms

Notice: Software installation on a chiptuning-dedicated

PC is not required anymore

173
Each time ECM Titanium is started, if the PC is
connected to Internet, the software will search
for available updates

Notice: File editing is possible even without an

active Internet connection

174
Two kinds of updates:
Automatic
Manual

175
Automatic updates download:
New ECM Titanium SW version
New ECM Upgrade SW version
(software for the updates)
New Drivers list

Manual updates download:

Driver files updates

176
The database contains all the files loaded (ORI) and
modified (MOD) to date using ECM Titanium and
stored in the internal 8 GB memory

177
When a new stock original file is loaded, ECM
Titanium asks if the user wants to save it in the
integrated personal Database

178
Saving files in the Database, when a stock
original file already stored is opened ECM
Titanium warns the user that the Database
already contains a file similar to the loaded one

179
When a new modified file is created, ECM
Titanium asks the user if he wants to save it in
the integrated personal Database

180
What is a Driver?
It contains the positions of the maps in the loaded
stock original file
It groups the maps into categories
(Air, Injection, Turbo, Spark advance…)
It contains the number of the proper Checksum
algorithm
(it is useful only if the flashing tool does not automatically
correct Checksum)

181
182
 When you open a stock original file with ECM
Titanium, the SW automatically searches for the
proper Driver

Four possibilities:
Driver file to be downloaded
Driver file already downloaded
Driver file update available
Driver file not found → Driver request

183
184
185
186
187
If the driver is not available it is possible to use
«Drivers Request»
from the Alientech Data Bank

188
Checksum is an algorithm for the validation of
the modified file for the ECU

Checksum can be corrected using the ECM

Titanium SW, but this is only useful if the
flashing tool DOES NOT automatically correct
Checksum

189
Checksum correction using ECM Titanium is
possible only if the proper Checksum family has
already been downloaded

Checksum families consultation:

Instruments → CheckSum → Available families

190
191
The software allows to view and modify files using
different windows, useful for different purposes:

Table view → Map editing

3D Graphical view → Map structure editing

2D Graphical view → New maps search

Hexadecimal view → Data strings search

192
By associating a driver to
the loaded file, it is
possible to use all of the
four ECM Titanium views:
Table
3D graphics
2D graphics
Hexadecimal

193
If the loaded stock original
file is not associated to a
driver, it is only possible
to use the views:
2D graphics
Hexadecimal

194
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