WELCOME

Basic Introduction to ECU Remapping using Alientech ECM Titanium

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 INTRODUCTION
• See what the Viezu Technical Academy has to offer you
• Decide if being a Master File Writer or Slave is right for you
• Viezu has the right support and training for you…

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Develop your knowledge
If you encounter phrases, names or expressions you are not familiar with in this presentation,
then Google is your friend! Do some research and develop your knowledge.

The Viezu Technical Academy Courses are run right throughout the year and online so there is
always s a convenient time and place for your to learn.
Viezu is an IMI Quality Approved Training Centre.

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ECM TITANIUM: MASTER AND SLAVE
• What is a Slave?
A Slave System (Client Dealer) is able to read and write the stock ECU but is unable to modify
the ECU file. Client Dealers are always linked to a Master and have to send the stock file to
their Master for modification.
The benefit OF BEING A Client Dealer is a lower cost to starting your business and less
training is needed to get you tuning.
• What is a Master?
A Master file writer has the ability to read/write and modify an ECU file and to make
adjustments to it using ECM Titanium map editing software.
You can learn what maps to change and where to make the adjustments with Viezu.
Training is available for both diesel and gasoline vehicles.
PLUS: Once you have your equipment and are trained you may wish to expand your business
and have Client Dealers; this is a great way of expanding and further increasing your
opportunities.
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READING & WRITING
• When it comes to ECU remapping there are two ways to
remap, via OBD or removing the ECU and tuning on the bench.
• Identifying which one you need to use all depends on what
Vehicle /ECU and which tool you are using to remap the vehicle.

OBD
• Our preferred tool is the Kess V2 by Alientech; it allows you to
remap the vehicle via OBD port. We can provide a full vehicle
list of the supported vehicle.
• When it comes to OBD tuning there are a few simple rules to
follow:
• Always have a battery stabilizer connected to the vehicle, this is
because you are on ignition two so are drawing power from the
vehicle, if you don’t have a stabilizer on you can have issues
with reading and writing.
• Turn off the radio or Air Con, because this will draw power from
the vehicle.
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ALIENTECH DATABANK

• The Databank is a Service that Alientech

Master system operators.
• The Databank helps you manage your
slave tools, giving you easy access to the
status of your slave tools.
• The Databank is also used to decode the
slave files you receive, this will allow you
to decode files anywhere with an internet
connection

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 ALIENTECH DATABANK
DRIVERS

• Importantly the Databank gives

you the ability to request ‘Drivers’.
• ‘Drivers’ are used to navigate
identified map files in the ECU
Software.
• ECM Titanium uses ‘Drivers’ and
these Drivers show you where the
maps are and what they are –this is
a key advantage of ECU Titanium
over other map editing software
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 Bench Tuning
Complimentary tuning tools equipment and software is made available to you
during your training at Viezu.
You can also purchase what you need directly from Viezu at substantial discounts
as a training delegate – we support you all the way in getting started.

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BENCH TUNING
WHEN IT CAN’T BE REMAPPED VIA THE OBD

• KTAG by Alientech allows you to remap “anti-tune” vehicles, basically vehicles that cannot be tuned via the OBD.
• During training you are supplied with a full list of vehicles that can be remapped using KTAG.
• When it comes to Bench tuning we recommend you do the following, to ensure you tune safely:
• Firstly ensure the vehicles keys are removed and are kept well away from vehicle during the tuning process
• Allow the vehicle to power down naturally, by waiting at least ten minutes before attempting to remove the ECU.
• Carefully open the ECU, we recommend using a bit of brake cleaner to help you. We provide all the little hints and tips during our
training courses to help you do the job properly.
• Open the ECU along with two flap blade screwdrivers. This can be a delicate procedure, so we recommend taking your time and
not rushing the opening.
• Once opened, it’s advisable to reconnect the ECU back to the vehicle to ensure the vehicle starts correctly. This is because the
most common time to damage an ECU is during the opening procedure.
• Now we have checked the vehicle is starting, we need to once again allow the vehicle to power down naturally and re-remove the
ECU.
• We can now proceed to making the connections.
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 Anti-tune vehicles
Alientech produce comprehensive application lists that help you determine if a
vehicle is OBD tuneable or is in fact bench tune (anti-tune).
At the Viezu Technical Academy we share all possible ways of tuning a vehicle
depending on your customers needs and demands.
Viezu is a fully operational workshop and tuning house supporting 600 of its
Client Dealers worldwide.

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Before you begin: Be knowledgeable on your topic…
• The most important part of tuning is first understanding the equipment, software and
tools you’re working with
• You will also need to be knowledgeable about diesel and gasoline (petrol) engines
• Modern internal combustion engines are electrically controlled through sensors and
actuators
• Sensors are used to measure the physical quantities which determine the engine
state, such as:
• revolution speed (phonic wheel), carburetion (Lambda probe), engine coolant temperature
(ECT sensor), air intake (Air Flow Meter), and so on.
• Actuators are instead electromechanical components used to control the mechanical
system of the engine:
• amount of intake air (electronic throttle valve), amount of fuel injected (injectors, fuel pump),
exhaust gas recirculation (EGR stepper motor), etc.
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Know the workings of a combustion engine…

• The Engine Control Unit (ECU) is what manages these sensors and actuators
according to the state of the engine.
• Estimated through signals, the ECU calculates control signals for the actuators.
• The ECU is actually a highly-specialized mini-computer, which must be able to
control the engine in any situation and in any working state:
• for example, during cranking, at idle, in «normal» driving conditions, at maximum
revolutions, during a sudden acceleration or braking, on partial malfunction for example -
if a driver drives at 40 km/h in fifth gear, etc.

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 ECU Strategies
Protocol Families
Alientech K-Tag Protocol Sets

BDM
Motorola JTAG Bootloader Bootloader
JTAG Nexus Bootloader
MPC5xx Renesas Mitsubishi Infineon
MPC5xxx ST
(old SH705x MH72xx Tricore
BDMpro) E: info@viezu.com
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ECU Strategies
• To realize such sophisticated control, the ECU includes an «optimal» engine working strategy, some
«comparison» data in order to find if the strategy is correctly working, and a good ability to adapt itself
(using the auto-adaptive parameters) to short- and long-period changes (engine aging).
• If some sensor or actuator fail, the ECU will communicate the existence of errors by lightening up the MIL.
• As any other computer, the ECU is controlled by an Operating System (OS), a particular kind of program
which manages the resources in appropriate and ever optimal way. The OS manages the engine using two
main kinds of information: some software programs, which determine the control «strategies» for the
systems; the «maps», which determine the relationships between the sensors from the signals and the
control signals for the actuators.
• Both the previous information are stored in a file inside the ECU, called the «stock original file». It can be
updated to load in the ECU newer and better software for engine management, or new maps with optimal
operating data.
• By modifying the maps, so the comparison data used by the ECU, it is possible to modify the performances
of a vehicle, its behavior.

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 Talking torque
At the Viezu Technical Academy you will not only learn the basic mechanical
knowledge you need to write files, you will also create your own files with the
support of an experienced Remapper.

Viezu operates a 3000bhp Mustang Dyno (rolling road) this helps you practice
what you’ve learnt during the training course.
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Torque: Unit measurement = Newton per meters; symbol ‘Nm’
• Power and torque are the «main» performances of an engine.
• Torque is something similar to force, but related to rotational systems:
to apply torque to a body results in increasing its revolution speed.
• Torque is therefore directly responsible of the vehicle’s acceleration, in
the sense that the higher the torque which an engine can generate,
the higher will be the acceleration it can impress to the vehicle.
• Now let’s try to clarify the concept of torque looking at the schematic
on the right. We consider a wheel of radius R, resting on the floor and
which is moving to the right with velocity v. w is called the «angular
velocity», which is the revolution speed of the wheel. F is the force
which the wheel impresses on the floor and that moves the wheel
towards the direction of v.
• We call «torque» the product force by wheel radius: T = F x R. The
greater the torque, the greater will be the force which the wheel can
apply on the floor and therefore the acceleration of the wheel in
direction of v.
• «Engine torque» is the torque that an engine can generate on the
crankshaft, responsible for the «push» impressed to the transmission
and therefore to the vehicle.
• An engine can generate different torque levels at different revolution
regimes, therefore the acceleration impressed to the vehicle, at equal
gear ratio, will change depending on speed.
• The comparison between different engines is commonly performed
only about their maximum torque, regardless of the torque
distribution among RPMs.
• «Wheel torque» is different from the torque at the crankshaft first
because they have different diameters, the wheel’s being much larger.
The direct responsible of the vehicle’s acceleration is indeed the
wheel, moved by the engine through the transmission system (clutch,
gearbox, joints, etc.).
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• The figure below shows the simple case of two wheels with different diameters contacting together, so the rotation of one is bound to that
on the other.
• The revolution speed of the smaller wheel is larger than that of the larger wheel, and they have different torques. The relationship between
these quantities is called the «gear ratio» or «velocity ratio», here called G and defined as the ratio between the radius of the driving wheel
and that of the driven wheel: G = R1 / R2.
• Typically, the driver wheel is considerably smaller than the driven one, so G will be far smaller than 1. This means that the revolution speed of
the driving wheel (crankshaft) is greater than that of the driven wheel (tire), while torque behaves in the opposite way and is larger for the
driven wheel.
• In a vehicle, the transmission system is indeed far more complicate, but for each gear it is possible to calculate its gear ratio and therefore
each one of these quantities. The gear ratio is also responsible for the vehicle speed at each revolution speed of the crankshaft.
• Therefore, available torque depends on two things: the torque which the engine is able to generate at the considered RPM, and the gear
ratio of the selected gear.
• Wheel torque will however be higher than engine torque, since G < 1 for any gear.
• Another thing which affects wheel torque are mechanical losses, so the amount of torque dissipated by the transmission components.

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

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Combustion
• To properly understand the engine behaviour, it is in first necessary to clarify the concept of combustion.
• Combustion is a chemical reaction, an oxidation, involving precise amounts (in terms of mass, weight) of
reactants: a combustible and a combustive agent. In our case the most common combustibles are petrol and
Diesel, but they could also be methane, LPG, etc. The combustive agent is instead oxygen in air, without which the
mixture cannot burn.
• In case of liquid combustibles, the mixture that burns in the combustion chamber is essentially a dispersion in air
of small droplets of fuel, opportunely «atomized» in order to obtain the correct air/fuel ratio.
• The working principle of a petrol engine differs from that of a Diesel one in particular for the ignition mechanism:
when the fuel is petrol the ignition of the mixture is caused by a spark generated at the optimal instant by the
spark plug, and therefore it is called a «spark ignition» engine (SI); for Diesel engines the mixture ignites
spontaneously because of the high temperatures inside the cylinder due to compression, therefore these are
called «compression ignition» engines (CI).

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Carburetion: Lambda (λ)
• The concept of carburetion comes from the correct ratio of fuel and air, often called AFR (Air Fuel Ratio), the ratio
between weight of air and fuel. Obviously, each fuel has a different «stoichiometric» (ideal) AFR, as shown in the
table.
• When the amount of air is greater than that involved in the combustion the mixture is called «lean», poor of fuel.
On the contrary, the mixture is called «rich» if there is excess fuel with respect to the stoichiometric AFR, therefore
the excess part will remain unburned in the exhaust gases.

Combustible AFRST Combustible AFRST

Petrol 14.7 Methane 17.2

Diesel 14.5 Ethanol 9.0

LPG 15.5 Methanol 6.4

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Carburetion: Lambda (λ)
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)

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 Remapping
STARTING TO TUNE
At this point we can look at tuning with ECM Titanium, so we start by loading our
original file into ECM and seeing if we have a matching Driver.

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Clicking on the Browse
button we can load in an
original file.
For demonstration we will be
using a BMW 2.0 Diesel
Bosch EDC17CP02.

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Once you have selected your
file the window here will
automatically appear, this is
ECM Titanium searching for a
matching driver.

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 The shows us quite a bit of information
about the driver

• The ticked box on the left shows the

current status of the driver and can be
one of three colours. Green (shown
here), tells us we’ve used this driver
before and its fully up to date, yellow
means that we’ve used the driver
before but since we have used it
Alientech have updated the driver so
its recommended that you download
the latest version. Finally you could
also see red, this means you have
never used the driver before and you
will need to use the download button
in the bottom right to continue.
ECM Titanium has
• Next to the box we have the driver automatically found a driver.
name If the driver hadn’t appeared
• The last two columns are what vehicle then we would refer to the
the driver was made from, please note Alientech Databank.
this may not be exactly be the same as
yours but if its automatically selected
then it should be the correct one.
• The final column is the ECU model
that driver is made for.
• Depending if the ticked box is green
click the accept driver button in the
bottom right, if not click download
driver.
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At this point we should see our driver, which is basically an
overlay on our file it will show us what certain maps are and in
most cases convert the data into useable data.
To make the tuning process easier Alientech divide their
drivers into categories, this can change depending on drivers
but in ours we can see the following:
• Engine Torque
• Air Control
• Injection System
• Turbo System
• Rail
• Limiters
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Sample Maps
• Engine Torque
The main part of the engine torque section is your Request and Limiters. Request is how much we
are asking the engine to give us, and the limiter is what the maximum we want the vehicle to
produce, normally for tuning both maps will need to be adjusted. ECM Titanium normally converts
the torque maps into Newton Meters of torque to make it easier for us to make changes.
• Injection System
The Injection system is where we can make changes the fuelling of the vehicle, as we start asking
more the vehicle we will want to increase the fuelling to reflect our other changes; however we will
need to be careful that we don’t increase too far but this will lead to black smoke due to unburnt
fuel.
• Turbo System
The Turbo System is where we can ask more from the vehicles turbo. The maps are normally
separated to Turbo Pressure Control and Turbo Pressure Limiters. We will want to unsure that we
increase our limiters to reflect any changes we do in our control maps, failure to do so could mean
we get vehicle faults.
• Rail
The Rail sections goes with the Injection system, its the pressure that we are going to ask the
vehicle to inject the fuel.
• Limiters
Not all vehicles have this final section, depending on the vehicle we may have a range of things from
speed limiter to RPM limiter.

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Notes
• There are many parts to ECU remapping, different techniques
and approaches depending on the ECU and vehicle type.
• This document is really just a brainteaser to show you what
parts of the ECU software can be accessed via ECM Titanium.
• The Viezu Technical Academy has courses in session all
throughout the year.
• There are also online and distance learning programs for busy
individuals who may not be able to attend
• The Viezu Technical Academy delivers training for
• Alientech ECM Titanium, Kess & K-TAG
• EVC WinOLS
• Dimsport Race
• CMD Map 3D
• Switftech
31 Bidavon Industrial Estate, Waterloo Road, Bidford on Avon, Alcester, Warwickshire, B50 4JN