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Let\u2019s now take some of them into consideration by examining the maps found inside their drivers.<\/p>\n
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Alfa Romeo 155 2000 Turbo 16V Q4 190PS Marelli IAW 4W6.P8<\/h3>\n
![](\"\/wp-content\/uploads\/imagesnews\/24_03_2017\/alfa_romeo_155_2000_turbo.jpg\")
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Manufactured since 1992, the Q4 version features an all-wheel drive, a 2000 turbo engine with 16-valve twin-shaft timing and a cast-iron crankcase deriving directly from Lancia Delta Integrale. The all-wheel drive is permanent, characterized by a front open differential, central viscous coupling and rear Torsen self-locking differential. This engine supplies 190PS at 6000rpm and 297Nm at 2900rpm. It allows an acceleration from 0 to 100km\/h in 7 seconds and reaches a maximum speed of 225km\/h.<\/p>\n
The ECU is a Magneti Marelli IAW 4W6 model with an Eprom 27C256 that can be read with an Eprom reader.
\nThese are the main maps found on the recently-updated driver:<\/p>\n
![](\"\/wp-content\/uploads\/imagesnews\/24_03_2017\/ecm_lista_mappe_alfa.jpg\")
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Spark Advance base map<\/h3>\n
This map represents the engine advance used in a normal vehicle\u2019s functioning state, according to the engine RPM and the load\/pressure value expressed in bars; the map is expressed in degrees.<\/p>\n
<\/p>\n It controls fuel injection enrichment by WOT (wide open throttle). It is expressed in factor WOT.<\/p>\n This map controls the injectors opening times and, therefore, the quantity of fuel injected. It is expressed in milliseconds (ms) and works like the Spark Advance map according to the engine RPM and the load\/pressure expressed in bars.<\/p>\n <\/p>\n It manages turbo pressure, which is obtained through the opening\/closing of the Pierburg (wastegate) valve. It depends on the engine RPM and the TPS degrees.<\/p>\n <\/p>\n There are two RPM Limiter maps: the highest map describes the revolutions at which the injection cuts off and a second map (lower) indicating when the injection doesn\u2019t cut off any longer.<\/p>\n <\/p>\n <\/p>\n <\/p>\n This car was manufactured from 1990 to 2000; the 325i was the top-ranking version, fitted with a 2494 cm\u00b3 M50 twin-shaft engine with a maximum power of 192PS at 5900rpm and a torque of 245Nm at 4200rpm.<\/p>\n The 325i versions are fitted with two different types of engine:<\/p>\n Our driver relates to the M50B25TU version fitted with Vanos. The ECU is a Bosch M3.1 with an Eprom 27C512 that can be read with an Eprom reader.<\/p>\n <\/p>\n Here are the new maps:<\/p>\n <\/p>\n This map represents the engine advance when full-load conditions (max acceleration) occur, according to the engine RPM and load. The map is expressed in degrees.<\/p>\n <\/p>\n <\/p>\n It expresses the advance correction in degrees according to the engine coolant temperature.<\/p>\n <\/p>\n Expressed in Lambda, according to load and engine rpm, it represents the injection at partial load. As you can see on the table, when load and rpm increase, the Lambda value decreases, hence the mix will be greasier.<\/p>\n <\/p>\n RPM Limiter and Speed <\/strong><\/p>\n Then we have the map relating to RPM limiters and maximum reachable speed.<\/p>\n <\/p>\n <\/p>\n <\/p>\n Produced since 1977, it has undergone some restyling and only a small modernization process over the years. The Niva project was very innovative for its time because it came to combine the features typical of the current Sports Utility Vehicles category (though its body is a traditional off-road one), and the permanent all-wheel drive obtained with a central differential with features typical of pure offroaders (low range gears, rigid rear axle, manual and total block of the third differential, remarkable wheel angles, very short wheelbase), added to the absolute peculiarity of the independence of the gearbox-differential lock system, so as to allow the use of low range gears even without blocking the differential and vice versa, thus ensuring the maximum directionality possible. Today, this solution can be boasted by very few off-road vehicles (Land Rover, Toyota Land Cruiser and Mercedes-Benz G-Class).<\/p>\n Still today the Niva is chosen in over 150 countries not only for its outstanding robustness and simple design: everything is still strictly manual, to the advantage of reliability and ease of maintenance and repair, while there are no electronic interferences, for maximum driving pleasure; but it is also chosen for its versatility of use: a true off-road featuring, however, the body of a utility car and a clearly superior interior space compared to its closest competitors.<\/p>\n Currently, the historical brand ‘Niva’ has been sold to Chevrolet (GM Group), while the classic Niva model is today still manufactured under the name of Lada 4×4 for northern European markets, while in the rest of Europe the car has kept its name Niva.<\/p>\n The engine is a 1700 8V supplying 80PS at 5400rpm and 131Nm of torque at 3200rpm. The control unit is a Bosch MP7.0 with Eprom 28F200 that can be read with an Eprom reader.<\/p>\n <\/p>\n Here are the new maps of the updated driver:<\/p>\n <\/p>\n This map represents the engine advance limit, or the maximum advance values that a specific engine can reach to prevent any damage; it is expressed in degrees before TDC and at low revs and high load values this map may present some negative values meaning delays.<\/p>\n <\/p>\n Expressed in Lambda, according to injectors opening times in ms and engine revolutions, it represents the injection at partial load.<\/p>\n <\/p>\n This map represents the optimum torque that should be reached by the engine according to injectors opening times in ms and engine revolutions.<\/p>\n <\/p>\n <\/p>\n It was manufactured from 1998 to 2012 and its sportier version, the RS, was equipped with a 16V 2000 engine (F4R engine code) capable of delivering 172PS at 6250rpm and 200Nm of torque at 5400rpm.<\/p>\n This variant of the F4R engine is the only F4R unit to remain anchored to the dictates of the previous “Source” engines, since it is the only F4R engine equipped with a cast iron base. In fact, it is an evolution of the F7R engine. The latter was revised in terms of manifolds, both intake and exhaust, cylinder head and distribution, with new timing parameters. Such valve timing was already variable on the intake side thanks to the new phase variator. In addition, the valves are made of a new alloy, more resistant to higher stresses and spark plugs are equipped with a platinum electrode.<\/p>\n The ECU mounted is a Siemens Sirius 32 that you can read with KESSv2 protocol 34<\/strong> and KTAG protocol 336<\/strong>. There is an Eprom 29F200 that can be read with an Eprom reader.<\/p>\n <\/p>\n Let\u2019s now have a look on the maps of the new driver<\/p>\n <\/p>\n In this case too, one of the most important maps is the advance base map. This map represents the engine advance used in a normal vehicle\u2019s functioning state, according to the engine RPM and the load\/pressure value expressed in bars; the unit of measure of the map is expressed in BTDC degrees. As you can notice, the mbar axis fully reaches the atmospheric pressure because the car is not a turbo one.<\/p>\n <\/p>\n It expresses the temperature of exhaust gases allowed according to RPM and pressure.<\/p>\n![\"\"](\"http:\/\/www.alientech-tools.com\/wp-content\/uploads\/imagesnews\/24_03_2017\/ecm_spark_advance_base_map_alfa_155.jpg\")
<\/a><\/p>\nInjection enrichment<\/h3>\n
<\/p>\nInjection time<\/h3>\n
<\/a><\/p>\nWastegate duty cycle<\/h3>\n
<\/a><\/p>\nRPM Limiter<\/h3>\n
Bmw 3 Series E36 325i 2500 24V 192PS Bosch M3.1<\/h3>\n
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<\/p>\nSpark Advance at full load<\/h3>\n
<\/p>\nInjection correction f(ECT)<\/h3>\n
<\/p>\nInjection at partial load<\/h3>\n
<\/a><\/p>\n<\/p>\n<\/p>\nLada Niva 1700 8V 80PS Bosch MP7.0<\/strong><\/h3>\n
<\/p>\n<\/p>\nOptimal spark advance<\/h3>\n
<\/a><\/p>\nInjection at partial load<\/h3>\n
<\/a><\/p>\nOptimal engine torque<\/h3>\n
<\/a><\/p>\nRenault Clio II RS 2000 16V 172PS Siemens Sirius 32<\/h3>\n
<\/p>\n<\/p>\nSpark Advance base map<\/h3>\n
<\/a><\/p>\nExhaust gas temperature<\/h3>\n