Others have had problems finding log files with Windows Vista. If you are using Vista there is a service pack from Microsoft that is downloadable that should repair the problem.
I had problems finding my logs too, and I could find them after running searches. I did not do the service pack though. Under logging I go into the "Open log file in graph", but right click on the one I want and open it with Microsoft Works Spreadsheet.
I've tried exactly what works for you, but it doesn't work. The only thing that works: open up the saved logs folder by clicking 'playback log', delete the file, go to the recycle bin and copy/paste the file the desktop. Then I can open it up. . .
Do you have a link to the service pack?
Here's the log file. Click on 'free user' to down load the file. Remeber, I didn't even have the car running.
____________________________
Matt
dd '90 GST, Holset H1C
Last edited by dsm-onster; 10-25-2008 at 12:13 PM.
Advertisement
To browse the forums without the advertisements above, Login/Register
I've tried exactly what works for you, but it doesn't work. The only thing that works: open up the saved logs folder by clicking 'playback log', delete the file, go to the recycle bin and copy/paste the file the desktop. Then I can open it up. . .
Do you have a link to the service pack?
Here's the log file. Click on 'free user' to down load the file. Remeber, I didn't even have the car running.
I dont think I ever downloaded a service pack. Maybe its because I have Vista Ultimate.
Thanks! Yep, I can see the file just fine when I click on 'compatibility files' at the the top of the vista window of the saved datalogs. . .
Ok this is a 1997 model year (aug 1996 production date) Eagle Talon AWD turbo. Interestingly, the log I have shows the tps at 0%, air temp at 77*F when it was about 66*F that day, 66*F coolant temp which should be about right, and MAF air temp scaled is at 172.4*F. . . Which is clearly wrong since the car wasn't even running. . . Target idle is also reported at 1216rpms when the car is stock, so target should be 750ish. Clearly the formulas are wrong. The speed with the car on blocks is 263 mph . Do I have to wait for evoscan updates to get this to read accurately? Does someone have the accurate formulas for the logable variables? Or will I just have to trial and error figure out what the formulas are? Does anyone have a suggestion as to how to insure the knock sum is reading accurately And any suggestions on a procedures to generate or test the forumlas for any of the logables.
The injector scaling is defaulted to 450, which is good.
EDIT:
-I'm a douch. This is a MAFT car, so the 77*F air temp is about right since the MAFT locks the air temp input. However, I thought that it locked it at 80*F though, not 77*F (but that's not too much difference). . .
-Apparently I'm not really supposed to pay much attention to the MAF air temps scaled perameter. . .
-The target rpm COULD be 1200rpms because the coolant temp is reading cold, so the ecu is in cold start mode. Would this make sense?. . .
-The evoscan notes say that the ability to log speed from the ecu is for 98 or newer cars. So this explains the speed sensor issue. So I guess we won't be getting any 70-90 times to log how well certain upgrades are doing .
So does anyone know if the 1997 ecu spits out a correct knock sum with evoscan? Does anyone know if the 1997 calculates knock sum the same as 1998-1999 ecus? If so then, the formula in the evoscan software should be the same, correct?
____________________________
Matt
dd '90 GST, Holset H1C
Thanks! Yep, I can see the file just fine when I click on 'compatibility files' at the the top of the vista window of the saved datalogs. . .
Ok this is a 1997 model year (aug 1996 production date) Eagle Talon AWD turbo. Interestingly, the log I have shows the tps at 0%, air temp at 77*F when it was about 66*F that day, 66*F coolant temp which should be about right, and MAF air temp scaled is at 172.4*F. . . Which is clearly wrong since the car wasn't even running. . . Target idle is also reported at 1216rpms when the car is stock, so target should be 750ish. Clearly the formulas are wrong. The speed with the car on blocks is 263 mph . Do I have to wait for evoscan updates to get this to read accurately? Does someone have the accurate formulas for the logable variables? Or will I just have to trial and error figure out what the formulas are? Does anyone have a suggestion as to how to insure the knock sum is reading accurately And any suggestions on a procedures to generate or test the forumlas for any of the logables.
The injector scaling is defaulted to 450, which is good.
EDIT:
-I'm a douch. This is a MAFT car, so the 77*F air temp is about right since the MAFT locks the air temp input. However, I thought that it locked it at 80*F though, not 77*F (but that's not too much difference). . .
-Apparently I'm not really supposed to pay much attention to the MAF air temps scaled perameter. . .
-The target rpm COULD be 1200rpms because the coolant temp is reading cold, so the ecu is in cold start mode. Would this make sense?. . .
-The evoscan notes say that the ability to log speed from the ecu is for 98 or newer cars. So this explains the speed sensor issue. So I guess we won't be getting any 70-90 times to log how well certain upgrades are doing .
So does anyone know if the 1997 ecu spits out a correct knock sum with evoscan? Does anyone know if the 1997 calculates knock sum the same as 1998-1999 ecus? If so then, the formula in the evoscan software should be the same, correct?
Well, the accuracy of formulas is a bit unclear. I noticed some weirdness as well, and actually one 97 (late) car, as well as mine with plastic ECU, are showing speed output incorrectly as well.
Then again, I guess the only way to get the real formulas is either from the dealer or if someone manages to disassemble the ROM.
BTW, there is a new EcuFlash (1.40) version, has anyone tried it yet?
And now some bad news, I might have been wrong about extended mode 4, and there seems to be an evidence, with which I am starting to agree, that our ECUs are in single chip mode 7 (H8 ECU Definition Information Thread - Club3G Forums).
If the information is correct, then we might have some problems... Although specification says "When pin settings are made for mode 2, 4, or 7 and 12 V is applied to the VPP pin, flash memory can be programmed or erased. See section 18, “Flash Memory” for details."
On the bright side, all maps/axis can be found really easily as far as I know
Also note that if we have our chips in mode 7, that would mean we can write and then read back our custom ROMs fully.
The areas would be divided as follows if we have mode 7:
[0x0-0x1ff] (0x200 bytes / ROM) -> (IVT) interrupt and exception handling table should be here as far as I understand from spec, mirrored to page 0 in flash
[0x200-0x3fff] (0x3E00 bytes / ROM) -> functions and other stuff should be written here, mirrored to page 0 in flash
[0x4000-0xEE7F] (0xAE80 bytes / inaccessible) -> inaccessible area in mode 7, but this is a good thing, because it cannot be read back when reading ROM
[0xEE80-0xFE7F] (0x1000 bytes / RAM) -> the content is junk and defined at runtime, so we don't care about the initial values
[0xFE80-0xFFFF] (0x180 bytes / sort of RAM) -> it's the registers whose initial values at boot up we know from CPU specification
[0x10000-0x1FFFF] (0x10000 bytes / ROM) -> IVT and ROM is mirrored here, but also the code we need to write, would write and read back as page 0 in flash
[0x20000-0x2FFFF] (0x10000 bytes / ROM) -> only code and data here, would write and read as page 1 in flash
This is what I understood from the H8/539F specification.
Mode 7 guarantees that if we are able to write our own ECU code and write it into ROM, we would be able to read it back fully as well. In mode 4 we would have problems with area [0x4000-0xEE7F]. We couldn't erase it or write data to it, and it might be possible that it would cause us problems.
Evoscan will not display anything unless you are logging. Also if you only log the essential data items it will log faster. In other words the less data items you are logging the more samples you will get up to a point. For example. I currently get 150 samples per second logging only around 8 data items. If I log 20 - 25 I only get somewhere around 60-80. Im using my corperate laptop with a core duo .
Thanks. I thought I did somthing wrong when I had it plugged in and wasnt getting any readings. Also I did have all of the data items selected the only thing I messed with was switching the check from DSM to Hybrid/3000gt/blahblahblah.
Thanks for the reply
Ok, there is one more thought that came to my mind.
As far as we know, there is some sort of lockout problems that doesn't allow the ROM to be erased. That could be caused by booting in incorrect mode as well.
The specification at page 520 says:
Example of User Program Mode Execution Procedure:
...
Activate the CPU with a reset. (Activation from user program mode is possible by applying 12 V to the Vpp pin during the reset, i.e. while the RES pin is low*2.))
...
That means you can only enter programming mode if the +12V are applied to a programming pin or something.
I'm not too good with all the electronic stuff, so can anyone confirm that we do have 12V applied to a programming pin if the white plug is connected?
If we don't have, that might be the problem. The programming code supplied in specification relies on +12V being supplied at bootup as well. If the key has been turned, and there is no +12V, the ECU boots and it's too late to reprogram it.
Ok, there is one more thought that came to my mind.
As far as we know, there is some sort of lockout problems that doesn't allow the ROM to be erased. That could be caused by booting in incorrect mode as well.
The specification at page 520 says:
Example of User Program Mode Execution Procedure:
...
Activate the CPU with a reset. (Activation from user program mode is possible by applying 12 V to the Vpp pin during the reset, i.e. while the RES pin is low*2.))
...
That means you can only enter programming mode if the +12V are applied to a programming pin or something.
I'm not too good with all the electronic stuff, so can anyone confirm that we do have 12V applied to a programming pin if the white plug is connected?
If we don't have, that might be the problem. The programming code supplied in specification relies on +12V being supplied at bootup as well. If the key has been turned, and there is no +12V, the ECU boots and it's too late to reprogram it.
Any word on the new beta version of ECUFlash that will flash H8?
EDIT: EcuFlash - OpenECU this was just posted up today.
Information seems scarce, even on the openecu boards. There's practically no mention of the 16v requirements other than in the change log.
Is it possible to modify a cable or acquire a cable that is capable of the 16v output needed to flash H8's?
we will not be able to release a version of EcuFlash for the Mitsubishi H8 processor family of ECUs that works with the Openport 1.3. The reason being that the Openport 1.3 power supply circuit that generates the ~16V the ECU needs to supply the regulated reflashing voltage to the CPU does not have a sufficient current capacity, causing this voltage to drop to levels insufficient to safely flash the CPU (the CPU goes into a protection mode to prevent you from even trying). The Openport 1.3 does generate a voltage large enough to cause the processor to startup in boot mode, which is why you could read and compare in past versions, but unfortunately, it just isn't usable for reflashing. Later processors like the SH2 and M32R generate this reflash voltage internally, and have minimal current requirements, which is why the Openport 1.3 works with the Evo 7/8/9 without a problem.
If the flashing doesn't work with 1.3 it wont work with 2.0 either. If it means that much, why not do the evo 8 ecu swap, very easy process and cheap ecus.
But it does mean that there is a possibility here of a workaround. Now that we know what the issue is some hardware should be relatively easy for an enterprising vendor (or user turned vendor) which could really change the face of DSM tuning. Certainly a newly designed cable which used an auxiliary power source would be less expensive than an eprom ecu (and chip).
If the flashing doesn't work with 1.3 it wont work with 2.0 either. If it means that much, why not do the evo 8 ecu swap, very easy process and cheap ecus.
Sure! So easy that no one has it working flawlessly yet. I'll hold out until the dust has settled on that one. Though I predict that time is coming very near, so that IS still an option. But it also costs an ECU more than simply using what my car came with. You're right though, its a fine alternative.
Do you know if anyone has it working well with stock 450's yet? I know the cars run but when switching to the evo injectors things got much better.
Quote:
Originally Posted by the_mork
But it does mean that there is a possibility here of a workaround. Now that we know what the issue is some hardware should be relatively easy for an enterprising vendor (or user turned vendor) which could really change the face of DSM tuning. Certainly a newly designed cable which used an auxiliary power source would be less expensive than an eprom ecu (and chip).
Exactly! Is is possible to hook up a 16v external source? Sounds like everything is ready to go and we just need to supply appropriate voltage?
Sure! So easy that no one has it working flawlessly yet. I'll hold out until the dust has settled on that one. Though I predict that time is coming very near, so that IS still an option. But it also costs an ECU more than simply using what my car came with. You're right though, its a fine alternative.
Do you know if anyone has it working well with stock 450's yet? I know the cars run but when switching to the evo injectors things got much better.
Actually a few cars have it working and people are getting simple codes that are usually self inflicted. If proper installation and flashing from someone that in familiar with flashing is done then its easier.
Another thing is, only 98-99 ecus it will possible read/flash correct? If not you need to speed ~100-125$ for an ecu those years. I bought my ecu for 150 shipped but after I recieved it people were offering them for 75$ (go figure, my luck). Thats expensive?
I got mine for $100 shipped but I'm under the impression that 98-99 ecus are less expensive than evo8 ecus AND if the evo8 ecu becomes a popular mod then likely the ecus will become quite a bit more expensive. When it comes down to it there are a lot more 98-99 ecus out there than evo8 ecus (at least that is what I assume) since something like only 10k evo8s were produced in the US and many are still using the ecus that they came with.
Actually a few cars have it working and people are getting simple codes that are usually self inflicted. If proper installation and flashing from someone that in familiar with flashing is done then its easier.
Another thing is, only 98-99 ecus it will possible read/flash correct? If not you need to speed ~100-125$ for an ecu those years. I bought my ecu for 150 shipped but after I recieved it people were offering them for 75$ (go figure, my luck). Thats expensive?
$75 to $150 is expensive for something I don't need, since I have a 98. But I'm not just thinking of myself here, its a good point that evo 8 ecus aren't as plentiful, and if we can rekindle the DSM scene a little bit by such a marvelous breakthrough, why not?
The new version of EvoFlash 1.41, will not allow you to try to flash a 98-99 ecu with a 1.3 cable.
You get a error msg saying use a 2.0 cable.
Problem with the 2.0 cable is none of the Logging software is updated to use it yet.
I was playing with my 1.3U cable today.
The flash connector gets 4.8v normally, and 15.7v when trying to flash.
I might try rigging up simple 16v power source and relay and use a old version of EvoFlash, to see if it will work.
Was wondering if any of the guys with evo ecu swaps, have gone thru emissions yet where they hook up to the OBD2 port?
Well guys, I just did a little test drive to wally world and back with Evoscan v2.5. Very, very nice. Much better than that ELM 323 device I was using. Here's what I found out:
I have an early 97 Talon. (4-97) I logged using Mitsubish with the Openport 1.3U cable. Here's what I've found
Throttle Positon: Works Engine RPM: Works Battery Level: Works Airflow / Rev: Doesn't seem to work right. Starts to read much lower as boost kicks in. (Like 1/10th what is was pre boost.) Coolant Temp: Works Air Temp: Seems to be my intake temps. MAF Air Temp Scaled: Not sure why, but it generally climbed as I drove. Coolant Temp Scaled: This stepped inversely from my coolant temp. Started from 21 and went down. Timing Advance: Works Air Flow Hz: Works Barometer: Works (The pressure actually dropped as I drove for 15 min. A low front is actually moving in.) Target Idle RPM: It seems to be right where my car wants to idle. When my TPS was mis adjusted, this was reading >1400RPM for some reason. Fuel Trims: Work? (Don't know much about those yet) Oxygen Feedback Trim: Didn't try to log it yet O2 Sensor: Gave it's nice light show o2 Sensor #2: Didn't get anything from it. Just read 0 volts. Speed: I get really odd numbers. It doesn't even read zero standing still. It just jumps around between 0 and 325. Injector Pulse Width: Works Injector Duty %: Works Fuel Consumption: Needs speed to work. Calculates MPG. Gear: Needs speed to work. Goes by speed and RPM Air volume: Didn't try to log it. Boost (MDP): Didn't try to log it. JDM MAP: Didn't try to log it. External Wideband A/F: Didn't try to log it. Didn't notice it until just now. I have an LC-1 so I'll try it next time I'm out. Knock Sum: Works! I only had a max of 1 count here and there, but I only had it up to 4000 RPM this run. ISC Steps: Works Crank Signal: Didn't try to log it. Idle Position Switch: Works. Used it to readjust my TPS after replacing my throttle body seals. Power Steering Switch: Didn't try to log it. Air Conditioning Switch: Didn't try to log it. Air Conditioning Relay: Didn't try to log it. Inhibitor Switch: Didn't try to log it. AFR Map: Mostly hung around 14.7, but went richer under boost and leaner for ?. Load Calculated: Not sure what this does. But it logged. ECU Load: Like "Load Calculated". Injector Latency: Works Load MUT 2Byte Mod: Didn't try to log it. RPM MUT 2Byte Mod: Didn't try to log it. Airflow MUT 2Byte Mod: Didn't try to log it. Estimated g/rev: Increased with boost. Estimated Lbs/min: Increased with boost. Estimated Horse Power: Didn't work for me at all. If it's true, I have a solid 4.4 hp. I didn't change any of the torque/horsepower settings. Estimated Torque: This one is reasonable. E1 RAM 1Byte Mod: Didn't try to log it. E4 RAM 2Byte Mod: Didn't try to log it. Knock Voltage: Didn't try to log it. Octane Level: This one was weird. Any time I had even 1 count of knock, this dropped way down. ERG Temperature: Seems to display ERG Temps. No clue whether this is even close.
I didn't log anything from here on down the list.
Maybe I'll get it out and log everything as I do a pull tomorrow. I just have too much school work tonight.
I also need to get my coolant temps under control. I hit 220*. I think it's just too much antifreeze to water. I'll test that and fix it tomorrow. It's supposed to be 51* in Erie...in Feburary
Wow, I have been a little busy for a while, and my car is still siting in a parking lot with broken tranny, so I wasn't logging in for a while, but I'm really glad that you guys are still investigating the issue!
There was a discussion about successful H8/539F flash over at aktivematrix.com forums, with a link to a site that described the process in... well... Japanese LANCER ECU¤Î½ñ´¹¤¨
But the approach used some sort of external wiring.
What I've also heard is that H8/539F boot procedure, well the very start of it, matches the sample boot code in the specification. So I'm still very curios about how the ECU boots in flash mode.
Because if you turn the key, the ECU is booted, therefore you already have a normal operation mode that most likely sets few variables, throws exceptions and disables flashing.
If you don't, then you got to have power applied to the programming pin at boot, so that it doesn't go through the regular initialization, but straight to flashing. Which most likely won't light up CE lights and such. Then again, maybe the EcuFlash restarts the ECU before it tries to start the flashing.
Also, I guess the flashing pin is not the one that is connecting to auxiliary connector, it's the actual pin on CPU. Since it's a winter, I cannot easily check the voltage on that leg of the CPU, but if it's 12v during flashing, then we are good, if not, then that's hopefully only a power issue. The actual voltage on CPU pin should be 12v, not 16v, IIRC from spec.
I will try to update the main post with the gearing and logging info in the latest posts as soon as I get some free time, so that we have a consolidated info in first post. Thank you for input everyone
Concerning Evo ECUs, it's not quite that simple, as far as I understand. You have to disable immobilizer, MIVEC stuff, redo injector scaling, MAF stuff, and if I'm not mistaken then most likely you will have to change the knock sensors as well. Plus there is a lot of pin switching, which sometimes leads to loose connectors, like I did when I swapped my ECUs. Now I sometimes get "Injector x circuitry error".
If there is a way to flash H8, then I bet it's better than to go through all of this.
If there is a way to flash H8, then I bet it's better than to go through all of this.
No doubt. The guys who have an evo ecu in their cars right now maintain that its easy as pie but I'm still holding out for H8 compatibility.
Thanks for that link! any information is appreciated. What strikes me as odd is that you say 12v is all that should be needed? Then where did this 16v idea originate?
No doubt. The guys who have an evo ecu in their cars right now maintain that its easy as pie but I'm still holding out for H8 compatibility.
Thanks for that link! any information is appreciated. What strikes me as odd is that you say 12v is all that should be needed? Then where did this 16v idea originate?
I don't know why the +16V thing came up, because the board needs +12V (EvoScan and EcuFlash tuning), but it might be that the flash pin outside ECU need those +16V as there is some sort of a voltage drop...
But that is kind of strange, as the USB is +5V and OBD2, where you could take the extra juice is only +12V (GM 8192/160 Baud ALDL Interface) I doubt you can get +16V through serial connection as well.
The source I mentioned in previous post is also talking about +12V
It wouldn't be a big deal to ditch the flash port entirely and just run some larger wire to the ecu harness which would help to reduce voltage drop and allow us (hopefully) to use a little less juice so that we can get it from convenient sources.
Your 97 ecu should connect and work alright with evoscan and all that you will need is the cable and the software. It will not connect with the high transfer rates of the 98/99 ecus but it should be at least as fast as obd2 logging with the additional benefits of a few more loggable parameter the most important being knock.
Trying it out and reporting back would probably be useful to have a good idea of how well it works on different production date 97 ecus (it has been shown to work well with late production 97 ecus) and it is FREE and produced by a member of this community. I would get both programs and play with them.
Does anybody have logged AFRmap on 1G? it returns "Not a number" when I start the car... so is there another way to get the AFR map valve right?
Want to use the "show in map" feature, so that would be nessasary
. Do I have to wait for evoscan updates to get this to read accurately? Does someone have the accurate formulas for the logable variables? Or will I just have to trial and error figure out what the formulas are? Does anyone have a suggestion as to how to insure the knock sum is reading accurately 
And any suggestions on a procedures to generate or test the forumlas for any of the logables.
.
I'll test that and fix it tomorrow. It's supposed to be 51* in Erie...in Feburary 
