Firstly, when the
Eugene software is started, it presents you with a
startup screen:
From here, you can change the software settings, exit, update
firmware in the ECU or load an ECU file. In most cases, you would be working online, with an
ECU connected. If the ECU is connected via USB (note: the ECU
does not need 12V power connected; you can do it on the bench
just with a USB connection) and everything is working then the
software will automatically detect the ECU and read the
settings out, and then go to the main screen. This ensures
that you are looking at what is actually in the ECU. If you want to work offline, you can click “Open ECU
File” and it will prompt you to locate the file to load, and
you can then load the file you want to work on.
The “Software Settings” allows you to change software settings
such as the ECU connection mode and language, without going
actually into the software. Update firmware allows you to
connect to an ECU and update the firmware without loading the
settings. This would be useful if the firmware in the ECU was
corrupted somehow. The firmware update procedure will be
explained later.
Once you have either opened an ECU file or the settings have
been read from the ECU, the software presents you with the
main screen:
Along the top of the ribbon, there are menu options such as
Home, Engine, Inputs, Outputs and so on. These allow you to
select the area of settings or data that you want to access. I
won’t be describing all of them in this article. Once you have selected a menu at the top, for example
“Home”, the contents of that ribbon will appear underneath,
and you can select the option that you want. Note that the
screens and settings available depend on the ECU connected;
connecting a Select instead of a Modular ECU or opening a
Select instead of a Modular ECU file in offline mode will show
you completely different maps and settings. 1.The first section is called“File”and it’s really
just file hygiene, giving you the ability to load and save
files using the standard Windows file requester. By default
Eugene makes a folder within My Documents but it’s up to you
to make folders for each car that you do and save backups as
you progress with the tune. There is also an “import” option which allows you to
import certain settings from another ECU file, without
overwriting others. For example you can import just the dwell
time settings from another tune that used the same ignition
coils but leave the rest of the settings alone. The at
the
top left also gives you these options, as well as shortcuts to
recent files 2. The second section is“Unit”or the unit
selection. Normally you wouldn’t need to set these more than
once, but because people really want to make them how they
want without trying to find them in menus, we have these
settings on the home ribbon. While tuning I will often flick
between lambda and AFR or PSI and kPa, as I have to watch
different gauges separate from the ECU, for example. Down the
bottom right of that box is a shortcut to the software
settings window. Just one point to remember: these unit settings do
not change how the data are stored or processed in the ECU.
The ECU thinks in lambda; the only time it converts to AFR is
to calculate the amount of fuel to be delivered, and in that
case it uses actual AFR, ie lambda multiplied by the stoich
ratio. When you choose in the software to display lambda as
AFR, it does not show you the actual AFR; it shows you lambda
times 14.7. Even though it’s wrong, almost every tuner I’ve
met who asks to see lambda expressed as AFR wants it this way,
because he is used to thinking in targets for petrol (or
gasoline, depending on the language you’ve selected). So in my
experience tuners still want to see targets of 11:1 for E85 on
boost, even though that would be leaner than stoich if taken
literally. Similarly, the ECU does not think in manifold gauge
pressure; it thinks in manifold absolute pressure or MAP. The
only time barometric pressure is taken into account is when
measurements relative to MAP are required, and taken with a
gauge pressure sensor (for example, fuel pressure) or using
pressure ratio tuning where you don’t have an absolute
pressure sensor for EMAP. But again, every tuner who wants to
see pressure in PSI does not want to see absolute pressure in
my experience. At atmospheric pressure, they want to see 0
PSI, not 14.7 PSI. And to make matters even more complex, they
want to use different units for less than atmospheric
pressure, namely inches of mercury. Hence in this mode we
subtract 1 bar of pressure from the MAP before displaying it,
and display in PSI if this value is positive and inches of
mercury if this is negative. We can also output this
calculated value for race dashes, because no race dashes seem
to do this conversion internally despite the fact that it’s
what tuners seem to ask for. 3. The third section is the“Software
Settings”, which also includes the ECU
communication settings, reading / writing settings to/from the
ECU, firmware update and security. The software settings allow
you to change the units, as already discussed. The connection
to the ECU can also be changed, the default being USB which is
by far the fastest way to connect to a Modular or Select ECU.
The language can be changed also; Eugene has been written to
be multilingual in its architecture. The final tab gives you
some other personal preferences that you can adjust. In
automatic updating mode, Eugene will automatically connect to
our server and download any updates while using Eugene. It
will then prompt you to install the update after you close
Eugene. We’ve all had the experience of going to use a piece
of software and it forces you to update before you use it, and
personally I never do because I’m in a hurry and I want to use
the software instead. I’m sure we’ve also had experiences
where Windows suddenly decides to restart and perform 40 or
100 updates when you’re on the dyno and trying to tune a car,
so we wanted to avoid contributing to that source of
frustration. As mentioned before, when you start the software and
an ECU is connected, Eugene reads all the settings from the
ECU so that you’re looking at what’s in the ECU. So there’s
not usually any need to click the “Read All” button, but if
you want to confirm what’s in the ECU, then you can do that.
While the software is reading the settings from the ECU, it
will display this status on the bottom left of the window in a
status bar. Similarly, when you make a change to an ECU
setting, the ECU is updated immediately and transparently so
you don’t need to do anything, but if you want you can click
“Write All” and the progress will be displayed on the bottom
left. Update FW allows you to update the firmware in the
ECU. This can’t be done with the engine running, but just like
reading and writing settings, it does not need 12V power. In
fact I would normally turn off ignition power during this
process so that if there’s a configuration error it doesn’t
cause anything to go wrong on the engine. Clicking on Update FW brings up the firmware update
window. From there the window tells you the serial number of
the connected ECU and that it’s ready to update the firmware.
Click on “load” to select the firmware file to load; it will
have an extension of “.ADF”. Then click “Program” and it will
program this into the ECU. The progress bar will move in
segments as each part of the ECU is programmed; currently
there will be 4 chunky steps for the control board, plus 1
smoother step for each module installed, so an M2000 will go
in 4 chunky steps then 1 smoother step, but if you have an
additional module populated for example drive by wire, there
will be 6 steps. A fully populated M6000 will take longer than
an M2000 because each module in the ECU has to be programmed
with the latest firmware. Each module has its own processor so
that as more features are added to the ECU, it has enough
power to operate them all. You should click “verify” to check that it was done
correctly; it’s very quick to do and good practice. Once that is done, you click “exit” on this window. The “comm port” allows you to change the connection
of the ECU, just as in the software settings. The “Lock ECU” on a Modular ECU allows you to lock
the ECU so that the settings can not be read out. They can
only be changed if you load a complete new file into the ECU.
The motivations of people locking ECUs are varied; from
preventing people copying your tune that you’ve spent years
refining, to preventing internet “experts” posting your maps
online and saying how bad they are, without having first put
it on a dyno and seen what the AFR actually does (some engines
are cantankerous and end up with funny shaped maps, or the map
may end up looking funny to compensate for an inadequacy in
the system). Some tuners say that they do it to save customers
from themselves, because otherwise they would fiddle with it
and damage their engine. The lock code is an 8 hex digit
number, so 32 bits in total. This can only be done with the
engine not running. There is a second button there called “Optimize”
which is for Modular ECUs. It’s similar to the lock function
in that it encodes the maps in a format that’s quick for the
ECU to read, but it just doesn’t apply the security as the
lock function does. It can also only be done with the engine
stopped. The ECU periodically does this automatically under
certain conditions anyway so there’s no need to do it manually
(I’ve never done it). 4. The fourth section is“Custom
Page
View”,it
allows
you to display your own combinations of maps and live
variables on the screen at once, if you prefer to see
different things on the screen from what we have selected in
the defaults. 5. The fifth section is the“Quick
Links”,ithas
shortcuts
to fuel and ignition maps, rather than requiring you to
navigate to them. The F5 function key does this also. 6. The sixth section is the “Logging”,
it allows you to control logging. Eugene records logs in
2 formats; our proprietary binary format (ALG) and a standard
CSV format. The ALG format includes metadata like the map at
the time the log was taken, and about 1000 channels of data.
The CSV file does not include the map, and the data channels
are limited. However in the CSV Log Channels setting box you
can select additional channels that you want to log. The
reason we log everything in the ALG file is that Murphy’s law
tells us that sooner or later, the thing that you are actually
looking for in the log, won’t be there because you didn’t
think that you needed to log it when you started the log. Start Log, or Ctrl+L, same as WARI, starts Eugene
logging data and saves the data in both file formats. It will
ask you where to save the file and give it a name, by default
the name is the date and time. Once you click OK to the save
window, Eugene will be logging. This is indicated in the
status bar at the bottom. Stop Log, or Ctrl+K, stops the
current log. Open Log Viewer opens the Adaptronic log viewer
program with the log which was just recorded. The Log Converter button allows you to convert a
binary ALG file into a CSV file, for viewing in Excel or
another third party log viewer. 7. The last section is for“Help
and
Documentation”. Currently this displays a view of
the ECU connector (always looking into the ECU), with a
list of pins and wire colours. The wire colour and pin
description can be changed by the tuner so that they can
record for example that auxiliary output 2 drives the variable
valve lift solenoid and has a blue wire with a black trace. As
well as displaying text and colours that you have selected,
where that pin connects inside the ECU is shown, and that
context changes depending on the ECU settings. For example, if
you have a 3 rotor engine with 2 injection stages, the
injector outputs 1-6 will be displayed as injector 1 primary,
injector 2 primary, injector 3 primary, injector 1 secondary,
injector 2 secondary and injector 3 secondary. Injector
outputs 7 and 8 will just be called 7 and 8. Similarly the
ignition outputs in a rotary mode with leading and trailing
outputs, are displayed as such. Base maps have these pin
descriptions and wire colours populated according to the
factory loom as best we can determine. From this screen you
can also open the wiring diagram as a separate PDF, so it can
be printed easily. The final panel allows Eugene to submit a log to
Adaptronic’s technical support system, rather than having to
separately save files and email them. You must enter a valid
email address to receive a response. This goes through the one
support system that also covers the sales and tech email
addresses, Facebook page posts and Facebook page messages, so
it gets checked along with all of those. Just like with any
support, we need to see a log that demonstrates the problem
you’re having and a text description from you so we know what
to look for. In all of the screens, you can select whether to hide
or show the (1) monitor, which is a set of gauges down the
right hand side. The top part of that monitor window is
constant for all screens, but the bottom part can be changed
from one screen to the next to show the most relevant data. There are some other useful indicators on the main
window: At the top right is a (2) blue question mark, which
you can use to search for settings, or context help. For
example if you don’t know where to find target slip for
traction control, you can go to that, select “Find Settings”
and type “slip” into the search bar, and click the magnifying
glass. By clicking on the search result, you can jump straight
to that setting. At the bottom there is a larger (3) search bar which
does the same function. Next to that is some information that
you’d normally want to see while tuning, such as the (4)
battery life, time and date. There are two status indicators
on the left; (5) one shows the ECU lock status (locked or
unlocked) and the other shows the (6) ECU connection /
settings synchronization and logging status. When an ECU is
connected, it shows the serial number, type of ECU and
firmware version. Just above that is a list of the previous screens
you’ve been to, so you can navigate back to them easily. I
believe in web design speak these are called (7) “breadcrumbs”
which is a reference to Hansel and Gretel. That covers the home ribbon, the next articles will
go into the contents of the other ribbons and how to set up
the ECU from scratch. Thank you very much and happy learning!