Home

Trionic 7 - 4SAAB.COM - SAAB fan site

1. PE 10 Symbol tables 4 A 11 o ON 11 DDS PROPER PU E e 13 GOWNS IG a Se sank o OE DI T TER 13 PUGH IO Pen E OO O 14 AE 9 ALO y POPE RAP A n 19 aaa CAS 1 An O PU OI II A E E 20 len no oo ooo 22 ACNE ambada SONSON ee PEE TI ts eae nate naw pase UEM 25 Calibration of OBD2 and LEV EVAP systemS crisi 26 Footer information AJ no O canaiaunei es staan TT ade sh vas AEE A E E A E ET 27 AA E E A scab eeniseenaieeneete 28 TUNNG WI TISU TO sorenisii ici MP 28 AUTO Ma 6 transmission SPECIES srt 44 SING the TUNING WwIZIEO sessir iio ios iaisa 46 Stuf fOr SID information displasia 47 CAN BUS Meana ida 49 Genera ION om E OU OSEE 49 Connecting to CAN bus with ECU on your Ge SK ccccece eee enne nennen 49 OBDII SOCK DN OUl csser ET 50 Real time SVIMDOIS IA THONG Liria i 51 AAE FOU CODN PP SS UE OO E AE phOSSF INT 55 SAAB P DUS COMMUNICA NO airis ii 72 Common Mistakes ANG FAU isaac 78 E m Hmm 78 TOO c 79 EAD DITE 79 Pop 80 DATOM n
2. 4 4 4 4 4 1 4 L 4 i de c 2 a paa Q E fui D a D i l gt public_265hk_400nm bin Torque limiter for manual gearbox in higher revs Symbol TorqueCal M_ManGearLim public _265hk_400nm bin E e in RI v 3 Viewtype Symbol data TorqueCal M_ManGearLim ir gt E Lindo changes public 265hk 400nm bin Dilemma 2010 rev 1 06 4 Analyzing Trionic 7 with T7Suite Torque limiter in 5 gear Overboost table Tuning the T7 Tuning with T7Suite Symbol TorqueCal M_5SGearLimTab public 265hk 400nm bin e i Easy view Symbol data TorqueCal M SGearLimTab r dl 6000 5820 5440 5060 4680 4300 3920 3540 3160 2780 2400 2020 1700 1640 1260 880 Undo changes public 265hk 400nm bin Symbol TorqueCal M_OverBoostTab public 265hk 400nm bin ash fe Ce Easy view Symbol data TorqueCal M_OverBoostTab r xD l d n 6000 5820 5440 5060 4680 4300 3920 3540 3160 2780 2400 2020 1900 1640 1260 co co e Lindo changes Ipublic_265hk_400nm bin j Save Maximum Airmass for I part of PID controller AirCtriCal m_MaxAirTab Dilemma 2010 Symbol AirctrlCal m MaxAirTab 9 3 01B205RM SSDFSSkx12026923 B1N e rev 1 06 42 Analyzing Trionic 7 with T7Suite Tuning the T7 Tuning with T7Suite TorqueCal m AirTorqMap
3. Normal mode ignition Ignition is normally controlled by the main ignition matrix IgnNormCal Map Symbol IgnNormCal Map 9 3 00 Yig 519 bin Viewtype Easy view da Axis lock mode Autoscale Sm data IgnNormCal Map 25 175 125 1180 240 300 360 420 480 540 600 660 720 780 840 900 1050 1300 260 500 SO S50 568 TOT Ex BS de ds do mo scu 240 ERI ERR ERR ERE ERN 200 230 ERN ERR ERR ERR ER 23 l 1 2540 BR ERN ERR ERI ERI ERE EI z 1 1jijlijl on 890 E40 BEN Sti BE Bad 5207 BOUT 270 245 210 190 170 150 120 100 ss 20 2400 160 2300 BSG BE ASH BONS BOO 2607 2407 210 180 150 130 110 90 70 35 10 enzo 170 220 BIBT BE 5100 200 2700 2400 220 190 160 190 110 50 eo 40 20 0 1640 AAA AHHH HH HH HH yan O mac 10 Dilemma 2010 rev 1 06 21 Analyzing Trionic 7 with T7Suite Torque Maps Torque Trionic 7 is a torque Airmass request system instead of a boost request system like Trionic 5 is The basic procedure for the Airmass controller is like in the table below 1 Driver request Explaination The control module reads pedal potentiometer 1 and converts the voltage to Airmass per combustion mg c The value is sent to box 3 2 Cruise control request Select highest value 4 Engine torque limitation Select lowest value 3 5 6 Compensation request 7 3 r Other air request Totalling values When cruise control is active the air mass per combustio
4. TC ABS Traction Control ABS in case of ABS only without Traction Control it is connected to MIU Trionic 7 Motormanagement for petrol engines VP44 PSG16 Motormanagement for diesel engines TCM Transmission Control System in autmatic geared cars petrol only O Dilemma 2010 rev 1 06 50 Analyzing Trionic 7 with T7Suite Real time symbols in Trionic 7 Tuning the T7 Real time symbols in Trionic 7 This table gives a summary of interesting symbols to monitor in Trionic 7 SID name Symbolname Description Engine speed UNIT rpm MAX 8000 MIN 25 Rpm In n_Engine set to 10 when engine starts to move TRANS V dies P Resolution is 1 Interval is Every combustion 5 ms when engine is still Global closed loop integrator Update every Lamh bea cam igal combustion V6 Bank 1 Resolution is 0 01 Actual ignition angle A positive value is before TDC Igna Out fi_Ignition and a negative value is after TDC Resolution is 0 1 Interval is Every combustion Engine coolant temperature UNIT C MAX 150 Teng In T_Engine MIN 40 TRANS V P Resolution is 1 Interval is 1000 ms STAd E85Adap ST Adap Inlet air temperature UNIT C MAX 140 MIN Tair In T AirInlet 40 TRANS V P Resolution is 1 Interval is 1000 ms Shows ignition angle output from offset functions Ioff IgnProt fi Offset Resolution is 0 1 Engine torque UNIT Nm MAX 400 MIN 100 meng EUA POE TRANS V P Resolu
5. before top dead center TDC SA2 22 5 before TDC SA3 12 5 before TDC The optimal spark advance is close to SA2 The optimal spark advance for maximum output torque is close to SA2 for the operating point in the figure and the resulting peak pressure position lies around 17 after TDC With too early ignition timing the pressure rise starts too early and counteracts the piston movement This can be seen for the pressure trace with spark advance SA1 where the pressure rise starts already at 20 due to the combustion There are also losses due to heat and crevice flow from the gas to the combustion chamber walls and with an earlier spark advance the loss mechanisms start earlier reducing the work produced by the gas Higher pressures give higher temperatures which also decrease the difference in internal energy between the reactants and products in the combustion thus resulting in lower energy conversion ratios The heat loss mechanisms and the lower conversion ratio can be seen in Image 30 at crank angles over 30 where the pressure trace from the SA1 spark advance is lower than the others Dilemma 2010 rev 1 06 111 Analyzing Trionic 7 with T7Suite Appendix VIT Knock and misfire detection Peak Pressure Concept Too late ignition gives a pressure increase that comes too late so that work is lost during the expansion phase In Image 30 the pressure increase for spark advance SA3 starts as late as at TDC But work is also gaine
6. rpm 10 original bin PedalMapCal n Undo changes d original bin PedalMapCal n As you can see we increased the top two rows so that a maximum of 1350 mg c will be requested In addition we need to alter the y axis support point for the pedal map that lets Trionic lookup a pedal position for a given Airmass This map is called TorqueCal m PedYSP This axis map should support the maximum Airmass we re requesting in the m Requestmap so in our case we need to modify the map to match the 1350 mg c we are requesting as a maximum Symbol TorqueCal m_PedYSP original bin PES per A LO 5 vientype Easy view Symbol data TorqueCal m_PedYSP gt original bin TorqueCal m_ 4 Dilemma 2010 0 Y 900 HELL A pa au al ONE T Z LLL p 80 00 LI LL m AAA AA gt r 7 0 Symbol TorqueCal m_PedYSP original bin PES fer 7 e f Viewtype Easy view Symbol data TorqueCal m PedYSP l Undo changes original bin TorqueCal m Save Close rev 1 06 39 Tuning the T7 Tuning with T7Suite Analyzing Trionic 7 with T7Suite The map that uses this axis is called TorqueCal x_AccPedalMap It it shown below with the altered axis values for clarification Symbol Torquecal x AccPedalMap or
7. 89700 54700 970 800 SU 55 00 53560 100 28 00 24 50 19 50 17 50 15 00 9 50 7 00 3550 28 00 27 00 BUE BERG EE BENI 200 EU SAG 6104 EDO 27 00 24 00 19 50 16 00 14 00 8 00 5 00 5160 28 00 26 00 BUE GSS 58 00 ETT EGENT GGG BOE 50 00 26 00 25 00 21 00 17 00 14 00 11 50 6 50 2 00 2760 21 00 25 001 REGE SEE REB SEU 54 00 Sajod 170 28 00 25 00 21 50 17 50 14 00 12 00 9 00 5 00 1 00 2400 20 60 25 00 BAR Bian Aan 59 00 Bee 25 00 22 00 24 08 21 00 17 00 14 00 11 50 9 50 7 50 4 00 0 00 ono 18 60 21 00 60 04 Sia Bijan STO Saad 28 60 25 00 22 00 19 00 14 50 11 50 9 00 5 50 3 50 0 00 0 00 160 16 00 18 60 22100 28 00 Beye 29 00 Bae BEBE 22 00 18 00 14 00 10 50 2 00 3 00 2 00 0 00 0 00 000 2n 18 08 15 00 21 00 22 00 24 00 25 00 24 00 20 06 17 00 12 00 6 00 4 00 3 00 2 00 1 00 0 00 0 00 0 00 sen 10 00 12 00 15 04 17 08 9 601 19 06 13 60 9 00 7 00 5 00 3 00 1 00 1 00 1 00 0 00 0 00 0 00 000 750 8 00 10 00 10 00 12 00 12 00 11 00 9 00 6 00 3 00 1 00 0 00 1 00 1 00 1 00 1 00 1 00 1 00 1 00 500 EE EEN O OD A E A O GS A RS E ERR E D G3 a Undo changes 9 3 O1BZ05RM YS3DFS5E KA MapChkCal CheckSum automatically updated in between every map change with T7suite MaxVehicCal v_MaxSpeed max speed Dilemma 2010 rev 1 06 31 Analyzing Trionic 7 with T7Suite Tuning the T7 Tuning with T7Suite PedalMapCal m RequestMap Requested Airmass from the driver
8. the temperature only goes up about 10 degrees Water is a great energy absorber That s why we use water for radiators instead of some other fluid DT is the difference in temperature between the inlet and outlet If the air is 200 deg going in and 125 deg coming out then DT 200 125 75 Again on the cooling air side the outlet temperature is the average mix temperature If you know 3 of the 4 main variables on one side of the exchanger the amount of heat transferred Dilemma 2010 rev 1 06 118 Analyzing Trionic 7 with T7Suite Appendix XVI Intercooler calculation Description the inlet and outlet temperatures and the fluids flow rate then this equation is used to figure out the 4th For example if you know the amount of heat transferred the inlet temperature and the flow rate you can calculate the outlet temperature Since you can t measure everything this equation is used to figure out what you don t know Caveat These equations are all for steady state heat transfer which we probably don t really see too much under the conditions that we are most interested in turbocharged engines Cruising on the highway you would definitely see steady state So now that we ve got these equations what do they REALLY tell us 1 Heat transfer goes really well when there is a large temperature difference or driving force between the two gases This is shown in equation 1 as a large DTlm It doesn t go as well when there is
9. which probably is a checksum is moved to the upper part of the first VIN2 byte For example if your VIN is YS3DC55C612123456 your serial number part is that in bold 123456 The last number 6 is the checksum number Moving it to the upper part of the VIN2 byte the VIN bytes would be VIN2 61h VIN1 23h VINO 45h ID Byte 0 Byte 1 Byte 2 Byte 3 Byte 4 Byte 5 Byte 6 Byte 7 4A0h STATE WIPER SIGNAL VIN2 VIN1 VINO Byte Bit 7 Bit 6 Bit 5 Bit 4 Bit 3 Bit2 Bitl Bit O STATE CHANGED WIPER DRIZZLE NORMAL BACK PARK SIGNAL LEFT RIGHT REARFOG Example message 80 41 00 00 61 23 45 00 Information has changed from the last message and the windshield wiper is in drizzle mode The Vehicle Identification Number s serial number part is 123456 520h ACC inside temperature Message is sent with an interval of 1 second Inside temperature is reported with the 8 bit byte TEMP In order to get the correct temperature the value must be subtracted with 40 This is done to encode negative temperatures So a value of 58 3Ah is in fact 18 degrees Celsius and on the other hand a value of 29 1Dh would give an temperature of 11 degrees Celsius The REARHEAT bit in the ACC byte indicates if the rear window heater is on ID Byte O Byte 1 Byte 2 Byte3 Byte4 Byte 5 Byte6 Byte 7 520h ACC TEMP Byte Bit Bit 6 Bit 5 Bit 4 Bit 3 Bit2 Bit 1 Bit 0 ACC REARHEAT Example message 00 00
10. 00 00 00 3A 00 00 Inside temperature is 18 degrees Celsius Dilemma 2010 rev 1 06 66 Analyzing Trionic 7 with T7Suite Tuning the T7 SAAB I bus communication 530h ACC Message is sent with an interval of 1 second The ACCON bit in the ACC byte tells if the ACC Automatic Climate Control is turned on When the bit is set the ACC is on and when the bit is cleared the ACC has been turned off ACPRESS byte shows the A C Pressure unit is bar ID Byte O Byte 1 Byte 2 Byte3 Byte 4 Byte 5 Byte 6 Byte 7 530h ACC ACPRESS Byte Bit 7 Bit6 Bit5 Bit 4 Bit 3 Bit 2 Bit1 BitO ACC ACCON Example message 00 00 00 00 00 00 00 00 Text here 590h Position Seat Memory Message is sent with an interval of 1 second and if a value changes The most significant bit of the first byte byte 0 is set if information has changed from the last message Information provided by Magnus Lirell ID Byte 0 Byte 1 Byte 2 Byte3 Byte 4 Byte 5 Byte6 Byte 7 590h STATE MEM Byte Bit 7 Bit6 Bit5 Bit4 Bit3 Bit2 Bti BitO STATE CHANGED MEM STORE MEM1 MEMO Example message 80 05 00 0 00 00 00 00 Store current seat and mirror positions into memory number 1 5COh Coolant temperature air pressure Message is sent with an interval of 1 second Temperature is reported with a 8 bit byte In order to get the correct coolant temperature the value must be subtracted with 40 This is d
11. 16 bit integer for engine speed in RPM Integer value is between 0000h and 1B00h SPD1 and SPDO form also a 16 bit integer for the car speed The unit for the value is 100 meters per hour so in order to get speed in kilometers per hour you must divide the integer value by ten ID Byte 0 Byte 1 Byte2 Byte 3 Byte4 Byte5 Byte6 Byte7 460h ENG RPM1 RPMO SPD1 SPDO Byte Bit 7 Bit 6 Bitb Bit4 Bit 3 Bit 2 Bit 1 Bit 0 ENG ENGOFF Example message O Dilemma 2010 rev 1 06 65 Analyzing Trionic 7 with T7Suite Tuning the T7 SAAB I bus communication 00 03 9C 00 2A 00 00 00 Engine is running engine speed is 924 RPM and car speed 4 2 km h 4A0h Steering wheel Vehicle Identification Number Message is sent with an interval of 1 second and if a value changes The most significant bit of the first byte byte 0 is set if information has changed from the last message The WIPER byte indicates the position of the windshield wiper control The least significant bit of the WIPER byte indicates that the park lights are on The LEFT and RIGHT bits of the SIGNAL byte indicate if a signal light is on So when the signal light blinks so does the bits The REARFOG bit indicates if the rear fog light is on Vehicle Identification Number VIN is transmitted on bytes 4 6 VIN2 VINO To be more precise the car serial number part of the VIN is transmitted It is coded so that the last number of the VIN
12. 4 Byte 5 Byte6 Byte7 ROW BFh LENGTH 41h 00h 00h 00h 00h ROW BFh DATA VALUE1 VALUEO 00h 00h 00h Example messages 240h 40 A1 02 01 OB 00 00 00 258h C1 BF 03 41 00 00 00 00 266h 40 A1 3F 81 00 00 00 00 258h 80 BF OB 64 00 00 00 00 266h 40 A1 3F 80 00 00 00 00 Asks Manifold Air Pressure MAP from Trionic with a response of 64h or 100dec 100 hPa Byte 0 Byte 1 Byte2 Byte 3 Byte4 Byte5 Byte 6 Byte 7 ROW BFh LENGTH 41h DATA VALUE1 VALUEO 00h Example messages 240h 40 A1 02 01 OC 00 00 00 258h CO BF 04 41 OC 24 DC 00 266h 40 A1 3F 80 00 00 00 00 Asks Engine RPM from Trionic with a response of 24DCh or 9436dec Divide by 4 and you get 2359 RPM Byte 2 Byte 3 Byte 4 LENGTH 5Ah DATA REPLY REPLY REPLY REPLY REPLY REPLY Example messages 240h 40 A1 02 1A 90 00 00 00 258h C3 BF 13 5A 90 59 53 33 YS3 266h 40 A1 3F 83 00 00 00 00 258h 82 BF 45 46 35 38 43 39 EF58C9 266h 40 A1 3F 82 00 00 00 00 258h 81 BF 59 31 32 33 34 35 Y12345 266h 40 A1 3F 81 00 00 00 00 258h 80 BF 36 37 00 00 00 00 67 266h 40 A1 3F 80 00 00 00 00 Asks Vehicle Identification Number from Trionic with a response of YS3EF58C9Y1234567 Dilemma 2010 rev 1 06 57 Analyzing Trionic 7 with T7Suite Tuning the T7 SAAB I bus communication 266h Trionic reply acknowledgement This message must be sent after every Trionic data query reply Notice that bit 6 which tells if this is the first reply
13. 42 BC 6F 63 6H 2E ottledum yblock OOOO1660h 4E 65 77 OOF 42 6C 6F 63 6B ZE 4D 69 6E OO 42 6C Mew Block Min Bl 0o0001670h 6F 63 5B E 4D 61 76 OOF 42 6C 6F 53 6B E BD 73 ock Max Block ms QOOO01668Oh SF 43 6F 75 6E 74 65 2 OD FF 42 6C 6F 63 6B 2E Counter yBlock OO0OO001690h 41 44 SF 54 6D 70 54 68 72 42 6C 5F 63 6B OO FF AD TmpThrBlock y OOOO16eOn 42 6C 6F 63 68H 32 54 79 70 65 OO FF 42 6C BF 63 Block2Tvype vBloc OOOO16b0h 6B 32 2E 46 43 4F 41 63 74 69 76 65 DD FF 42 BC k2 FCOActive vBl DODDi6cDOh 6F 63 6B 32 ZE 54 68 72 6F 74 74 6C 65 4F 4E DO ock2 ThrocttleOnN OOOO016doOn 42 C 6F 63 6B 50 6F 74 69 32 54 79 VO 65 OO FF BlockPotiztType y Image 1 Symbol table in T7 firmware While examining the symbol table you can see that the separator is 0x00 In contrast to T5 where symbol and SRAM addresses reside in the same table we now only find the symbol name In another table in the binary we can find flash addresses and lengths in the same sequence as the symboltable Finding start of symbol table Search binary for string the first sequence of 15 zeros Finding start of address lookup table Search binary for 20 00 00 00 XX YY 00 FO where XX YY is the index of the first symbol found in the symbollist To save you the time to lookup all addresses manually the T7Suite application will extract all symbol information in one run Symbol name flash address and length will be displayed all together Dilemma 2010
14. 519 bin Symbol BFuelCal Map 9 3 00 Vig S19 bin i add w Viewtyp Sn 5 e 7 Viewtype Symbol data BFuelCal StartMap 25 75 125 180 240 300 360 420 480 S40 600 660 720 780 840 9300 1050 1300 TUM Symbol data BFuelCal Map m lt y a Gal ES pu N a 4i e L a m x D a N EAR 6 e marc 10 9 3 00 Yig 519 bin BFuel 9 3 00 Vig S19 bin BFuel You will see the areas calibrated to be run in closed loop have a value of around 1 00 It can be sort of 98 1 02 or so Then you will notice the high load part of the maps ramp up to enrich the mixture The trick is to set the closed loop part of the map first the areas that are represented by values of 1 00 You will need to switch closed loop off and drive around with a wideband in the tailpipe What you want to achieve is an AFR of 14 7 for petrol while driving around under light loads where the value is 1 00 What this does is T7 calculates the injection time to be say 5ms if that is not correct it is multiplied by this map Say you need to enter a value of 1 1 in the map to get correct AFR it will change injection time to 5 5ms 5ms 1 1 5 5ms The idea is to get closed loop area correct first to stop any negative adaption once the tune is finished and allowed to run in closed loop again If your closed loop areas of your fuel map is too rich it will negatively adapt over a long perio
15. 76 Analyzing Trionic 7 with T7Suite 740 2C DB 4A 7E 49 55 00 00 750 14 20 42 C7 C3 00 00 00 740 00 00 00 00 00 FF 00 00 750 14 20 42 C7 C3 00 00 00 740 04 B9 29 D2 03 55 00 00 Tuning the T7 SAAB P bus communication In this example the first column indicates the message ID These are real world examples of the messages If someone figures out how these messages work it could mean that the anti theft mechanism could be bypassed O Dilemma 2010 rev 1 06 77 Analyzing Trionic 7 with T7Suite Common mistakes and FAQ General Common mistakes and FAQ General This chapter will describe some frequently made mistakes in handling the Trionic Ignition advance When altering the ignition tables keep in mind that more than 35 advance from TDC is not good Ignition retard When altering the ignition tables keep in mind that more than 5 retarding from TDC is not good FAQ Question At what AFR should I try to keep the engine Answer Try to keep the AFR between 10 8 and 12 5 at WOT Question At what EGT should I try to keep the engine Answer Try to keep the exhaust gas temperature below 950 C Question What is the approximate ignition advance at wide open throttle Answer Try to keep the ignition advance at approximately 10 BTDC Question How can I determine what the maximum boost request should be for my turbo Answer Check that the boost request level fits somehow to compressor map http www squir
16. 80 Hex editor 49 80 References 81 O Dilemma 2010 rev 1 06 iii Analyzing Trionic 7 with T7Suite Web Te erences ia 81 ADpendbct s SVM DOl ISA AA E E PURUS QUOS 82 Appengp x AL THODIC 7 DIDOLE scies iri ansias 85 70 DI COMMECUON eut ct 85 Appendix III BDM technical information ccccccesececeeeeseeeeeeeeeeeceeseeeeeseaeseeeeneeaestaesteesesateeeeatanseaestegtates 89 Cc Me M 89 Home build 2 chips aesign SchelTia sisi reside ese 09e Eo gu pp usos pr En Pe ia piae ute tx a boxe ossa SUP nee ade UE PEE 89 A a aa a a a e aa ta laanse 90 Appendix IV T rbo compressor MaS aa 91 HOw to read compressor MAS arroan en daa 92 Choke dl eg anea a E a A 92 Understanding information within the compressor map s ssesessssssresrrrsrrnrnrernnrernnrnrnnrnnrnrrnrnerernernnn gt 93 SUGGS MIMIC AER a a Ra 94 Selecting adiffer ent turDo Chargers iii les i aa Leed enn Nea 94 Calculating your engine s flow requirements cccccceceeeececeecececeeaeonsneceeneneseoneeeonseeanaesneeeseseenesnsees 94 Determining the Best Wheel Trim Housing A R Combination ococococccccconoceoconocionananananonanonononnnnarenanonons 96 Garrett 125 Specification ios 97 Mitis bishi TDO4 15G Specifications 2 555 iaa 98 Mits bishl TDO4 19T
17. Analyzing Trionic 7 with T7Suite Tuning the T7 Stuff for SID information display Some tips on how to use the SID information option ECMStat ST ActiveAirDem shows the current Airmass limiter ECMStat P Engine shows calculated engine power hp ECMStat AirFuelRatio shows calculated AFR ECMStat p Diff shows boost pressure manifold ambient in 0 1 kPa units BstKnkProt MapPointer shows the offset in 0 1 degrees for BstKnk MaxAirmass so the ignition offset for knock e ExhaustCal ST Enable allows you to enable and disable the EGT algorithm These algorithms are based on the stock engine and won t be properly calibrated for a stage 3 setup e KnkDetAdap KnkCntCyl first 2 bytes show cylinder 1 knock count next 2 bytes shows cylinder 2 knock count etc O Dilemma 2010 rev 1 06 48 Analyzing Trionic 7 with T7Suite Tuning the T7 General information CAN Bus interface Interfacing with the Trionic T7 unit through the CAN bus is possible General information Chip used on Trionic side Intel AN825257 Communication speed used 615 Kbit s The most frequently used interface for this is the Lawicel CANUSB interface that can be found on www canusb com This interface can convert CAN signals onto you USB port and vice versa The interface has a USB port on one side that connects to you computer and an male RS232 DB9 connector on the other side This side connects to the CAN bus of the Trionic The Lawicel interface has the f
18. Data matrix for the ignition influence on torque Resolution is 0 1 Nmjdegree TorqueCal m AirxSP 16252 36 Air mass supportpoints For Ignition angle limit i Air mass supportpoints For Ignition angle limit influenceing torque table Ignition angle influence on torque table and Nominal torque table Resolution is 1 mg combustion TorqueCal M EngXSP 16352 32 Engine torque supportpoints For nominal airma Engine torque supportpoints For nominal airmass table Resolution is 1 Nm TorqueCal M_EngMaxTab 18848 32 Data table for maximum engine out put torqu x Y Only symbols within binary Edit Filter Image 2 Screenshot of a part of the symbol table When the user double clicks one of the symbols that has a flash address attached to it T7Suite will display the corresponding symbol in a viewer This viewer will display the data in table form was well as in graphical form Symbol TorqueCal M_NominalMap 9 3 00 Yig 519 bin 3 Viewtype Easy view x Axis lock mode Autoscale ii 75 125 140 180 240 300 360 420 480 540 600 660 720 840 900 1050 1200 1300 sooo EE BENI 163 203 294 249 sezo BS EN 5440 BR EI soso Bell E cco IS EI 4300 ERI NI 3920 UN NI 3540 BRL NI 3160 BB NI 2700 EB NI 2400 EN NI BERBEBHEBEEBERE BEHHEHEEBEHBERE BEBBEBHHEBEEERE BEHHEEEEBEEBEEE PESESSESEPERUHSU BEEEEHEEBEEEEEHE MEAN ma c 10 9 3 00 Vig S19 bin Torqu Dilemma 2010 rev 1 06 12 A
19. El eno eno HEEET nn rev 1 06 90 Analyzing Trionic 7 with T7Suite Appendix IV Turbo compressor maps Pin out Appendix IV Turbo compressor maps Each turbo has its own characteristics These are determined by the size of the turbine housing the size of the compressor wheel the size of the turbine blades and many more parameters The most important identification of a turbocharger is by its compressor map This is a graphical representation of its efficiency In SAAB Trionic 5 cars there are 2 commonly used turbo chargers the Garrett T25 for B204E B204S B204L B234E and B234L engines and the Mitsubishi TD04 HL 15G T 6cm2 for the B234R engines lt http www automotivearticles com Turbo Selection shtml Terms to know e Compressor and turbine wheels The turbine wheel is the vaned wheel that is in the exhaust gases from the engine It is propelled by the exhaust gases themselves The turbine wheel is connected to the compressor wheel by an axle So the compressor wheel will spin together with the turbine wheel The compressor wheel also is vaned and these vanes compress the air and force it into the intercooler e Wheel trim Trim is an area ratio used to describe both turbine and compressor wheels Trim is calculated using the inducer and exducer diameters As trim is increased the wheel can support more air gas flow e Compressor and turbine housing A R A R describes a geometric property of all compresso
20. Gray 44 Green White 45 GK Brown 46 Gray 47 Black 48 Red Blue 49 Black White 50 White 51 Green Blue 52 Green 53 Brown Yellow 54 Yellow Green 55 Red Blue 56 Yellow Green 57 Green 58 Gray 59 Blue 62 Black 63 Violet 64 Black PK 65 Blue Gray 66 Green 67 Violet White 68 Gray White 69 Black White 70 Black Dilemma 2010 Description 12V Heating of rear lambda sonde Relay of A C compressor Set switch cruise control Combustion indicator cylinder 3 and 4 on 4 cylinder engine Combustion indicator cylinder 2 4 and 6 on 6 cylinder engine Ignition trigger cylinder 1 Ignition trigger cylinder 4 Voltage from pedal potentiometer P2 in throttle body Voltage from throttle potentiometer T1 in throttle body Pressure transducer on intake manifold Relay SAI Secondary air injection on 6 cylinder engine Boost control valve Temperature sensor delivery pipe IAT Optional wideband lambda input spare AD input Crankshaft sensor Crankshaft sensor CAN Low CAN_L Fuel injector cylinder 6 Fuel injector cylinder 5 Ground for sensors 12V always connected Throttle actuator in throttle body Ground Main relay engine management system Purge valve charcoal canister Brake switch cruise control Cruise control resume switch Ignition trigger cylinder 5 Ignition trigger cylinder 6 Voltage from throttle potentiometer T1 in throttle body Lambda signal first lambda sonde front Pressure sensor delivery p
21. Ground Ground Ground Ground 54 Ground Ground 0 1 volt Ground 30 Pulse Data In out Out Out In In Out Out In In In Out Out In In Out Out Out Out Out In In Out Out In In In Out Out In In In Out Out Out In Out Out Out In In Out Out In In In In In In In Out 85 Analyzing Trionic 7 with T7Suite Appendix IT Trionic 7 pinout 70 pin connector For your reference some schematic images for several connectors are included here T7 ECU HARNESS 589b 12V IGNITION MAIN 12 Always HOT CAN LOW OTHER GROUNDS CAN HIGH MAIN GROUND D1EE27U H33 5 HARNESS Wire color BROWNPAAHITE Wire color YELLOW GRAY Connects to ECU PINS 23 Connects to ECU PINS 43 Wire color WHITE Connects to ECU PINS 19 Wire color GREEN D1 AGA 1 Connects to ECU PINS 55 Dilemma 2010 rev 1 06 86 Analyzing Trionic 7 with T7Suite Appendix IT Trionic 7 pinout 70 pin connector H6 12 HARNESS H6 12 Wire color BLACK Connects to ECU PINS 66 Wire color BLACK Connects to ECU PINS 19 DXC91UX MAF HARNESS 205 Wire color BLACK Connects to ECU PINS 25 amp 47 E2ET36 Dilemma 2010 rev 1 06 87 Analyzing Trionic 7 with T7Suite Appendix IT Trionic 7 pinout 70 pin connector THROTTLE BODY HARNESS 604 Wire color RED BLUE Connects to ECU PINS 1 Wire color BLA
22. KnkAdaptAdap R efva Global closed loop int Actual ignition angle Engine coolant tempe Inlet air temperature Shows ignition angle Engine torque By the Torque Master Adaption value For idl Adaption value Far idl Adaption of throttle a Multicative Fueladapti Additative Fueladapti The cantent of HC in EnkaAdaptAdap Refia 01 01 01 01 O1 01 01 01 01 01 01 01 01 01 01 01 FOBE A FUGA POGA LEE FUG a FOF ABE F balz FOGS04 FOG D4 FOG AZ FOGCO FO6G10 FOISS6 F01938 FOL 184 FOF 7C F r 790 FOF 96 FOIDIA Lambda Lambdalnt Qut Fi Ignition AftStPrat1 EnrFac AircElData iParkN1 TCompPrat EnrFac In T Engine In T AirInlet IgnProt Fi Offset Qui Engine TorqueProt M_LowLin In 4_ Throttle Idle amp dap Q AirMeutral Idle amp dap Q AirDrive AreaAdap Throttle AdpFuelPratk MulFuel4 KnkAdaptAdap Ref val M Also the software should be opened to be able to view the selected data on the SID This is done in the firmware information screen Trionic 7 firmware information Firmware details Engine type Software version Immobilizer cade Chassis ID Original carkype Original enginetype 2 3 B255R LEV LIS EB3ISABC 41C Bae1S5sRDSS 10096 YS3DP55GBY 7013945 a Torque limiters enabled Second lambda sonde enabled V OBDII Functions enabled Fi AA ES ee m am x Fast throttle response Dilemma 2010 rev 1 06 47
23. Rn w ak i MF TES mana pur n Libere E Latin ET E gm i Bl THTIT S A nim i Ea E muita s L A LLE HITT u LT ALLEEN ium a L i E t s i aa a iJ Wo uam vum 42s m EL ne MC quid E E PPT ER eM Ada S p e rv rh a L T i w Ld E 15454 ECRI Jomi a Jit On the T5 ECU there are eight pads for soldering the pins for the BDM programmer Dilemma 2010 rev 1 06 IIS Analyzing Trionic 7 with T7Suite Appendix X How to connect the PD BDM programmer to a T5 T7 ECU Pin out The BDM connector on the T7 ppe HH E enini E Um rro f EME AAA AA Hi ber y p rn Ja JE jJ ETT j Hius sieges E o Pay attention to that the BDM connectors are mirrored between the T5 T7 ECU On the T7 ECU the pads for pin 1 amp 2 are present but shall not be used when using a PD BDM or Willem programmer On the other side of the PCB s there are only the other side of the pins No bridging or something like that just plain soldering Dilemma 2010 rev 1 06 116 Analyzing Trionic 7 with T7Suite Appendix XVI Intercooler calculation Description Appendix XVI Intercooler calculation Description This appendix will explain how to do calculations on intercooler flow capacity A larger than stock intercooler is needed of you plan to go over 300 bhp with a Trionic 5 engine An intercooler i
24. This is where all torque limiters take their data from and therefore needs to be fooled if you are running 400nm or an automatic Data matrix for nominal Airmass Engine speed and torque are used as support points The value in the matrix friction Airmass idle Airmass will create the pointed torque at the pointed engine speed Resolution is 1 mg c Symbol TorqueCal m AirTorqMap 9 3 01B205RM YS3DF55Kx12026823 BIN O a por al Ce Viewtype Easy view y Axis lock mode Autoscale Symbol data TorqueCal m_AirTorqMap 100 1125 1150 4175 200 225 1250 275 1350 mgc 10h LATA Close Finally we re all done Dilemma 2010 rev 1 06 43 Analyzing Trionic 7 with T7Suite Tuning the T7 Automatic transmission specifics Automatic transmission specifics In automatic Trionic 7 cars the TCM Traction Control Module sends a torque limit over can to the ECU Trionic This means theoretically you cannot achieve more torque than the torque limit the TCM dictates The only known way around this at present time is to make Trionic THINK it s not making that much torque so we have to fool the ECU into thinking it is still below the torque limit set by the TCM There are different TCM limits depending on year engine type gearbox etc A MYO1 AERO AUT has a 330NM limiter while a 5 speed automatic gearbox has a 350Nm limit To fool the ECU into thinking it is making less torque is to rescale the x axis
25. a small temperature difference between the two gases small DTIm The closer you get the intercooler outlet temperature to the outside air temperature the smaller DTIm gets which makes the heat transfer tougher 2 The difference between the intercooler outlet temperature and the outside air temperature is called the approach If it is 100 degrees outside and your intercooler cools the air going into the intake manifold down to 140 degrees then you have an approach of 40 degrees 140 100 40 To get a better smaller approach you have to have more area or a better U but there is a problem with diminishing returns Lets rearrange the first equation to Q DTlm U x A Every time DTIm goes down get a better temperature approach then Q goes up transfer more heat get a colder outlet temperature and dividing Q by DTlm gets bigger a lot faster than U x A does The upshot of that is we have a situation of diminishing returns for every degree of a better approach you need more and more U x A to get there Start with a 30 deg approach and go to 20 and you have to improve U x A by some amount to go from 20 to 10 you need to increase U x A by an even bigger amount 3 I would consider an approach of 20 degrees to be pretty good In industrial heat exchangers it starts to get uneconomical to do better somewhere around there the exchanger starts to get too big to justify the added expense The one time I checked my car stock turbo stock IC ported
26. and 01h when STATUS is 05h UNKNOWN byte also changes from 08h STATUS is FFh to 12h STATUS is O5h Byte O Byte 1 Byte 2 Byte 3 Byte 4 Byte5 Byte6 Byte 7 1F UNKNOWN1 STATUS UNKNOWN2 00 00 00 00 Example message 1F 01 05 12 00 00 00 00 1F 00 05 08 00 00 00 00 Dilemma 2010 rev 1 06 73 Analyzing Trionic 7 with T7Suite Tuning the T7 SAAB P bus communication First line requesting SID to display text provided with message 338h Second line SID should not display Trionic text 370h Mileage Message is sent with an interval of 100 milliseconds The 24 bit value comprised of MIL2 MIL1 and MILO shows the length that has been travelled since the engine was started You will need to divide the value by 100 to get right scaling the value s unit is meters The value 000069h seems to tell that you haven t moved yet Byte 0 Byte 1 Byte2 Byte3 Byte4 Byte5 Byte6 Byte7 STATUS MIL2 MIL1 MILO Example message 00 02 D1 50 00 00 00 00 You have travelled 1 846 56 meters 3A0h Vehicle speed MIU Message is sent with an interval of 55 milliseconds Vehicle speed is indicated by the 16 bit value SPEED bytes SPEED1 and SPEEDO You must divide the 16 bit value by 10 to get the value in kilometers per hour Byte 0 Byte1 Byte2 Byte 3 Byte 4 Byte 5 Byte6 Byte 7 gt SPEED1 SPEEDO gt 3BOh Head lights Message is sent with an interval of 1 second and if a value changes The most significant b
27. are trying to move 255 gram sec of air through a stock intercooler up pipe and throttle body and there is a 4 psi difference that is pushing it along If your boost gauge reads 15 psi that means the turbo is actually putting up 19 psi Now we increase the amount of air travelling though to 450 gram sec of air At 15 psi boost in the intake manifold the turbo now has to put up 23 psi because Dilemma 2010 rev 1 06 120 Analyzing Trionic 7 with T7Suite Appendix XVI Intercooler calculation Pressure drop the pressure drop required to get the higher air flow is now 8 psi instead of the 4 that we had before More flow with the same equipment means higher pressure drop So we put on a new front mount intercooler It has a lower pressure drop pressure drop is now 4 psi so the turbo is putting up 19 psi again Now we add the larger throttle body and the pressure drop is now 3 psi Then we add the 3 up pipe and it drops to 2 5 psi Now to make 15 psi boost the turbo only has to put up 17 5 psi The difference in turbo outlet temperature between 23 psi and 17 5 psi is about 40 deg assuming a constant efficiency So you can see how just by reducing the pressure drop we can lower the temperatures while still running the same amount of boost Pressure drop is important because the higher the turbo charging pressure is the higher the temperature of the turbo air When we drop the turbo charging pressure we also drop the temperature of the air coming ou
28. damaging to the bushings or bearings and seals in the center section Selecting a different turbo charger Calculating your engine s flow requirements Now that you can read and understand a compressor flow map its time to figure out how to match a turbo to your engine this involves selecting the proper compressor and turbine wheels along with the right combination of housing A R A mismatched turbo could not only result is extreme lag but also wasted potential as a turbo can easily outflow an engine I e bigger is not always better The only real calculation that needs to be done is to determine how much air you engine is actually flowing This depends on a number of things including the RPM absolute temperature Rankin equal to 460 Fahrenheit temp absolute manifold pressure psi equal to boost pressure plus atmospheric pressure and lastly the engine volumetric flow or EVF in cfm First to calculate EVF use the following equation EVE ENSE 1725 E Engine CID Engine displacement in cubic inches Next we ll use EVF to calculate the amount of air in Ib min the engine is flowing under boost and at temperature using this equation Dilemma 2010 rev 1 06 94 Analyzing Trionic 7 with T7Suite Appendix IV Turbo compressor maps Selecting a different turbo charger We PERPE aS IDEE Where N is the airflow in Ib min P is the absolute pressure in psi and T is the absolute ambient temperature in Rankin Finally multi
29. eio E 2D Graph 30 Graph 223 5 InjCorrCal BattCorrTab 90 150 112 100 Scan 110 159 130 140 150 820 Lindo changes 9 3 00 Vig 519 bin InjCor Water temperature correction Symbol StartCal EnrFacTab 9 3 00 Vig 519 bin Viewtype Easy view Symbol data StartCal EnrFacTab 0 r J 110 100 80 60 amp StartCal EnrFacTab Y ta 16 7 30 40 24 A se 70 10101110 100 Lindo changes 9 3 00 Vig S19 bin StartC Dilemma 2010 rev 1 06 Maps Fuel 17 Analyzing Trionic 7 with T7Suite Fuel injection correction map for knock conditions Symbol KnkFuelCal EnrichmentMap 9 3 00 Yig 519 bin Ap AO e 0 vientype Easy view Symbol data KnkFuelCal EnrichmentMap MEE 6200 MOON AOS MO AN MO AR ANS 6200 Lcid EJ 1 1 11111 11 1 11 LES 1 11 j 1 j 1 11111 111 SA TT q 2D Graph p Lindo changes 9 3 00 Vig 519 bin KnkFu Dilemma 2010 rev 1 06 Analyzing Trionic 7 with T7Suite Maps Jgnition Ignition Description Explanation 1 Idling speed ignition timing With idle speed control active the timing is adjusted to stabilize idle engine speed The value is sent to box 3 2 Normal ignition timing When idle speed control is inactive the ignition timing is read from a load and engine speed depending matrix The value from the matrix is optimized for lowest fue
30. for both purposes knock detection and misfire detection Interpretation Knock Intensi Ignition System Misfire Detection Camphase Sensor Lambda Peak Pressure Position Integrated Sensor Measure of Fit and Actuator Image 5 Possible sensor information from ionization current Dilemma 2010 rev 1 06 109 Analyzing Trionic 7 with T7Suite Appendix VII Knock and misfire detection Jonization current sensing Detection To detect the ions a DC bias is applied to the spark plug generating an electrical field The electrical field makes the ions move and generates an ion current A schematic illustration is shown in Image 28 a The current is measured at the low voltage side of the ignition coil and does not require protection from the high voltage pulses in the ignition Image 28 b Lom zation current lomzatian current lgmtion timing Wleasu cement electronics Y oltage source and content measurement Loniza tion cument Image 6 Measuring the ionization current Measurement of the ionization current a The spark plug gap is used as a probe b Measurement on the low voltage side of the ignition coil The ionization current is an interesting engine parameter to study It is a direct measure of the combustion result that contains a lot of information about the combustion and several challenges remain in the interpretation of it Some of the parameters that affect the ionization current are tempe
31. for max allowed Airmass for automatic gearbox m nHigh Resolution is 1 mgy c FCutCal m AirInletLimit If the MAF m AirInletFuel is higher than this limit during m AirInletTime will the fuelcut be activated pressure guard ginis FCutCal m AirInletLimit 2 3 1B2USRM TS3DFSSEXIZ Z6823 BIN O iewkype Easy view Undo changes 9 3 01B205RM YS3DF Save Dilemma 2010 rev 1 06 30 Analyzing Trionic 7 with T7Suite Tuning the T7 Tuning with T7Suite IgnES85Cal fi AbsMap if you want to change the ignition Ignition map for E85 fuel Resolution is 0 1 IgnNormCal Map if you want to change the ignition Normal ignition map Resolution is 0 1 Symbol IgnMormcCal Map 9 3 01B205RM YS3DFBS5KX1 2026823 BIN le viewtype Easy view Sym RCM eu 75 125 1180 240 300 560 20 480 540 600 660 20 700 S40 200 1050 11300 sazo 28 00 82 00 BED BUG ERU SERE SEGUE Aroa Belkin 83 50 51 00 29 50 26 50 24 00 22 00 20 00 16 00 14 00 5450 28 00 82 001 BE BEI EUG BRI Geico Bea Sean 63 50 51 00 29 50 26 50 23 50 21 50 20 00 15 00 13 00 suec 27 00 31 001 89 00 39 00 59 09 404 SEIN FENG SER 83 50 Si 00 29 00 26 50 23 00 21 00 16 00 14 00 12 00 180 26 001 80 00 Ean BER BSG ajo BED aaa Bean 6300 BUD 28 00 26 50 23 00 20 00 17 50 13 00 11 00 son 25 00 29 60 2400 EEG Soe 90 01 50 00 Ar 00 Sean 53 00 51 00 28 00 25 00 21 50 19 50 17 00 12 00 10 00 5920 24 001 28 00 49 00
32. has been pressed and the engine is running O Dilemma 2010 rev 1 06 58 Analyzing Trionic 7 with T7Suite Tuning the T7 SAAB I bus communication 290h Steering wheel and SID buttons Message is sent with an interval of 1 second and if a value changes The most significant bit of the first byte byte 0 is set if information has changed from the last message The audio button information and SID button information are duplicated to bytes 4 and 5 ID Byte 0 Byte 1 Byte 2 Byte 3 Byte 4 Byte 5 Byte Byte 6 7 290h STATE AUDIO SID AUDIO SID Byte Bit 7 Bit 6 Bit 5 Bit 4 Bit 3 Bit 2 Bit 1 Bit 0 STATE CHANGED AUDIO VOL VOL SRC SEEK SEEK NXT SID CLR SET DOWN UP NPANEL CLOCK CLOCK Example message 80 00 40 00 40 00 00 00 Information has changed from the last message and the Volume Up audio button has been pressed 320h Doors central locking and seat belts Message is sent with an interval of 1 second and if a value changes The most significant bit of the first byte byte 0 is set if information has changed from the last message Bit LOCKED is 1 if doors are locked Bit FL reports if the front left door is open FR reports the same from the front right door RL and RR bits indicate the rear doors Bit TRUNK reports if the trunk is open The BULBS byte indicates if there are any broken light bulbs that the SID should report Information provided by Magnus Lirell ID Byte 0 Byte 1 Byte 2 Byte3 By
33. measure of how well the exchanger transfers heat The bigger the number the better the transfer A is the heat transfer area or the surface area of the intercooler tubes and fins that is exposed to the outside air DTIm is called the log mean temperature difference It is an indication of the driving force or the overall average difference in temperature between the hot and cold fluids The equation for this is DTlm DT1 DT2 F In DT1 DT2 where DT1 turbo air temperature in outside air temperature out DT2 turbo air temperature out outside air temperature in F a correction factor see below Note The outside air that passes through the fins on the passenger side of the intercooler comes out hotter than the air passing through the fins on the drivers side of the intercooler If you captured the air passing through all the fins and mixed it up the temperature of this mix is the outside air temperature out Dilemma 2010 rev 1 06 117 Analyzing Trionic 7 with T7Suite Appendix XVI Intercooler calculation Description Fis a correction factor that accounts for the fact that the cooling air coming out of the back of the intercooler is cooler on one side than the other To calculate this correction factor calculate P and R P turbo air temp out turbo air temp in outside air temp in turbo air temp in R outside air temp in outside air temp out turbo air temp out turbo air temp in Find P and R
34. priority i e with a lower PRIORITY byte value Information provided by David Goncalves Byte O Byte 1 Byte 2 Byte3 Byte4 Byte5 Byte6 Byte 7 ROW PRIORITY gt Example message group 00 FF 00 00 00 00 00 00 01 FF 00 00 00 00 00 00 02 19 00 00 00 00 00 00 SID shows text on row 2 with priority 19h No text on row 0 and 1 380h Audio RDS status Message is sent with an interval of 1 second and if a value changes This message tells the RDS status of the Audio system Information provided by David Goncalves ID Byte 0 Byte 1 Byte 2 Byte Byte 4 Byte 5 Byte Byte 7 3 6 380h STATE UNKNOWN STATUS Byte Bit 7 Bit 6 Bit 5 Bit 4 Bit 3 Bit 2 Bit 1 Bit 0 STATE CHANGED STATUS RDS No TP TP PTY 2 No RDS activ signal activ activ signal Example message group 80 00 DO 00 00 00 00 00 RDS has been activated and the radio is receiving a RDS signal TP has been activated but no TP signal received Dilemma 2010 rev 1 06 62 Analyzing Trionic 7 with T7Suite Tuning the T7 SAAB I bus communication 3BOh Head lights Message is sent with an interval of 1 second and if a value changes The most significant bit of the first byte byte 0 is set if information has changed from the last message LIGHT byte indicates the park and daylight head lights with the PARK and DAY bits When ignition signal is off the OFF bit is set in the LIGHT byte The byte is 20h when ignition signal is off a
35. put value at 0 On this point in later bins compressed there is EOBDEnable which is always on in EC2000 EU files and LOBDEnable which is always on in EC2000 RW files File type is shown in firmware information under engine type OBDCal EnableOBD2Limit As above but its a 4 byte value If done in Hex value for a OBD2 car is 00000001 and for non OBD2 car is 00000000 As shown in T7suite is 2 values OBD2 cars top value is 1 and bottom value is 0 In non OBD2 car both values are 0 OBDCal evapEquipmentExist If car is equipped with a canister at rear of tank and a tank pressure sensor value will be 1 If neither exist value should be set to 0 Info on LEV Low Emission Vehicle For example take a 2001 9 3 Aero or SE as called in USA equipped with a B205R Saab s decision to take all R engines and clean them so to speak by developing new emission systems for them leaves them with some differences to their low level engine relatives The term LEV Low emission vehicle in this sense refers to Saab s decision to add a second catalytic converter and a tank pressure sensor and a large purge canister behind fuel tank as well as adding a 2nd oxy to monitor condition of first cat Dilemma 2010 rev 1 06 26 Analyzing Trionic 7 with T7Suite Maps Calibration of OBD2 and LEV EVAP systems Footer information If we look at the footer in the binary last page in hex viewer we see a set of reversed strings Each of these strings contains an i
36. since last message and CD slots 4 and 6 are empty The current track number 33 is being played from disc 5 and has lasted 1 minute and 53 seconds The CD Changer has been married and is operating in the married car 3E0h Automatic Gearbox Message is sent with an interval of 1 second and if a value changes The most significant bit of the first byte byte 0 is set if information has changed from the last message The GEAR byte indicates in what state the gearbox is Value 05h means Forward value 03h Neutral and value 02h Reverse The GEAR SHIFT byte tells in what position the gear shift is Value 01h means Park value 02h Reverse value 03h Neutral value 04h Drive value 08h limit to 4 value 07h limit to 3 and value 06h low speed gear Information provided by Magnus Lirell ID Byte 0 Byte 1 Byte 2 Byte 4 Byte 5 Byte 3 3E0 STATE GEARBOX GEAR MOD Adaptation MODE h SHIFT El 2 Byte Bit 7 Bit 6 B Bit Bit 3 Bit 2 Bit 1 it 5 CHANGE POS SPORT WINTE R Example message 00 00 00 00 00 00 00 00 Example text Dilemma 2010 rev 1 06 Byte 6 Byte 7 SPORT WINTE R 64 Analyzing Trionic 7 with T7Suite Tuning the T7 SAAB I bus communication 410h Light dimmer and light sensor Message is sent with an interval of 1 second and if a value changes The most significant bit of the first byte byte 0 is set if information has changed from the last message DIMM1 and DIMMO form a 16 bit integer for instru
37. the selected radio station number The last TEXT2 TEXTO bytes are always zeros ID Byte 0 Byte 1 Byte2 Byte3 Byte 4 Byteb Byte6 Byte 7 328h ORDER ROW TEXT4 TEXT3 TEXT2 TEXT1 TEXTO Byte Bit 7 Bit6 Bit 5 Bit 4 Bit 3 Bit2 Bit 1 Bit 0 ORDER NEW ORD1 ORDO ROW CHANGED ROW1 ROWO Example message group 42 96 02 55 31 204B49U1_ KI 01 96 02 53 53 20464DSS_FM 00 96 02 20 01 00 0000 1 The text U1 KISS FM will be displayed on the SID display and the radio station number is 1 32Ch ACC to SID text This message is identical to the 32Fh message The only difference is that this message is sent by the ACC Automatic Climate Control Information provided by Magnus Lirell Example message group 45 96 81 53 5441 5254 S TART 04 96 81 41 20 4D 4F 54A MOT 03 96 81 4F 52 2020200 R 02 96 82 46 D7522041F R A 01 96 82 43 43 20 20 20 C C 00 96 82 20 20 20 20 20 The text STARTA MOTOR F R ACC will be displayed on the SID display This message should come up when press Auto OFF on the ACC with the ignition turned ON and motor not running 32Fh TWICE to SID text This SID full screen text message is almost identical to the previous 328h SID audio text message This 32Fh message is used by the TWICE Theft Warning Integrated Central Electronics to display text on the SID The row number can be one in this message And the ORDER byte contains an ORD2 bit so that six messages can be sent Also the last three b
38. the turbo Pressure Ratio The pressure at compressor exducer vs the pressure at compressor inducer In another word the ratio of the pressure of the air after compression vs the pressure before compression As you can see the pressure ratio depends on the ambient pressure For example at sea level a turbo boosts 14 7psi Ambient pressure is 14 7psi That s 2 pressure ratio PR on the compressor map Take that turbo to a higher elevation the ambient pressure is less than 14 7psi If the turbo still boosts 14 7psi the pressure ratio would be higher Now on the compressor map you will see by moving up along a vertical line to pump out the same cfm and turbo efficiency has decreased as the elevation increases PR increases Simply put turbos lose performance and become less efficient as elevation gets higher Choke area The area to the right of the outer most elliptical circle is the least efficient area the choke area It means when the compressor reaches certain rpm the air moved by the compressor wheel in the diffuser area of the compressor housing is moving at or past the speed of sound When the air speed reach sonic speed the amount of air flow increase is very small as compressor wheel rpm increases In plain words the compressor has reached its limit You can try to pump more psi have the wheel Dilemma 2010 rev 1 06 92 Analyzing Trionic 7 with T7Suite Appendix IV Turbo compressor maps How to read compressor maps spi
39. 0 1 kPa Calculated engine power Measured in horsepower Purge flow Air mass flow ratio Resolution is 0 01 Maximum flow allowed by the diff pressure Resolution is 1 mg s Purge valve PWM Resolution is 0 1 Status of the purge function 53 Analyzing Trionic 7 with T7Suite Tuning the T7 ReqF PurgeProt ReqFlow Requested purge flow Resolution is 1 mg s Active TCM shift pattern O ECO 1 Pwr 2 ShPn In ST_TCMShiftPattern Wusp 3 Wnt 4 US1 5 US2 6 Hot1 7 Hot2 8 Jerk 9 Rep 10 DS 11 Tap U D No retardation of ignition above this exhaust Tign TorqueCal T NoIgnRet temperature Timp unknown Engine coolant temperature UNIT C MAX 150 TngA ActualIn T_Engine MIN 40 TRANS V P Resolution is 1 Interval is 1000 ms TTCM In T_TCMOIl Oil temperature in automatic gearbox Maximum engine torque duration UNIT ms MAX tTCM In t TCMTrqLimDuration 2500 MIN O TRANS V P Resolution is 1 Interval is 10 ms Yaw velocity vGiF only implemented on cars with vGiF CanIn fi YawVelocity ESP Resolution is 0 02 9 Left front wheel speed UNIT km h MAX 300 vVLF In v_Vehicle MIN 0 detection of min 1 0 km h TRANS V P 10 Resolution is 0 1 Interval is 100 ms Right front wheel speed UNIT km h MAX 300 VVRF In v_Vehicle3 MIN 0 detection of min 1 0 km h TRANS V P 10 Resolution is 0 1 Interval is 100 ms Pedal position UNIT MAX 100 MIN 0 Xacc Out X AccPe
40. 2 Byte Bit 7 Bit 6 B Bit Bit 3 Bit 2 Bit 1 it 5 CHANGE POS SPORT WINTE SPORT WINTE R R Example message 00 00 00 00 00 00 00 00 Example text 530h ACC Message is sent with an interval of 1 second The ACCON bit in the ACC byte tells if the ACC Automatic Climate Control is turned on When the bit is set the ACC is on and when the bit is cleared the ACC has been turned off The ACREQ bit indicates A C request from DICE not sure a guess at the moment ACPRESS byte shows the A C Pressure unit is bar ID Byte 0 Byte 1 Byte2 Byte 3 Byte 4 Byte 5 Byte 6 Byte 7 530h ACC ACPRESS Byte Bit 7 Bit6 Bit5 Bit 4 Bit 3 Bit 2 Bit 1 Bit 0 ACC ACREQ ACCON Example message 00 00 00 00 00 00 00 00 Text here O Dilemma 2010 rev 1 06 75 Analyzing Trionic 7 with T7Suite Tuning the T7 SAAB P bus communication 5COh Coolant temperature air pressure Message is sent with an interval of 1 second Temperature is reported with a 8 bit byte In order to get the correct coolant temperature the value must be subtracted with 40 This is done to encode negative temperatures So a value of 58 3Ah is in fact 18 degrees Celsius and on the other hand a value of 29 1Dh would give an temperature of 11 degrees Celsius The 16 bit value combined from PRES1 and PRESO gives the Ambient air pressure in hehtopascals hPA Byte O Byte 1 Byte 2 Byte 3 Byte4 Byte5 Byte6 Byte 7 a COOLANT COOLANT PRES1
41. 2 5 68 8 OUT D Trigger cylinder 4 OUTA INA CLAMP INB OUTB ENABLE GND GND GND GND OUT C Vcc CLAMP IN C OUT D IN D O Dilemma 2010 rev 1 06 4 Analyzing Trionic 7 with T7Suite Hardware Block schematic diagram BPC drivers MTP3055V Injector drivers MTD3055VL Crankshaft position sensor LM1815 Dilemma 2010 rev 1 06 5 Analyzing Trionic 7 with T7Suite Hardware Block schematic diagram Flash Dilemma 2010 rev 1 06 6 Analyzing Trionic 7 with T7Suite Hardware Downloading with PEMicro USB BDM interface Downloading with PEMicro USB BDM interface Dilemma 2010 rev 1 06 7 Analyzing Trionic 7 with T7Suite Hardware Checksum Checksum W Preface The Trionic 7 ECU binary images uses several checksums to verify integrity Most of them have been easy to figure out but one of them is so complicated that it seems to been done to deter map changing There is still some unknowns that would be nice to figure out For example some binaries don t seem to have all four checksums I ve discovered And of course there could be more checksums that have gone unnoticed Two of the checksums are in the end of the binary and the two other ones are scattered in the code The latter ones can be found be using pattern searching Again the calculations are pretty simple and even the harder checksum is easy to implement Big thanks to solving these things goes to Tomi and General Failure Checksum lexicon Fir
42. 4 7psi Compressor maximum pressure On the map find the top most point on the graph The vertical coordinate is the max pressure ratio For example 2 8 pressure ratio at sea level is 1 8 times the atmospheric pressure 1 8x14 7psi 26 46 psi Compressor max pressure is limited by compressor wheel speed It s physically impossible to boost higher than this maximum pressure for one particular turbo Plus the pressure drop in the intercooler system the actual maximum boost reading from a boost gauge that s plugged into the intake manifolds maybe a few psi lower than this maximum pressure What the compressor map reads Most manufactures rate their turbos at 1 bar 15 psi That s 2 pressure ratio On the map draw a horizontal line from 2PR When the line intersects the right most elliptical circle the corresponding number on the x axis is the maximum cfm the turbo can flow at 1 bar Use the TD04 15G s map for example where the 2 PR line hits the right most efficiency curve it reads 428cfm as its flow rate at 15psi Comparing compressor maps Well compressor maps are really 3 dimensional maps Any compressor map looks a hill peak in 3 dimensions Our compressor maps look like if you look at the hill directly from above vertically The elliptical lines of elevations are the efficiency curves Since in theory we can always boost more and decrease turbo efficiency to get more cfm let s set the same Pressure Ratio and compare turbos at the sa
43. 7 to calculate injection time Once closed loop area is done the high load area can be mapped If its too lean just increase the values in the relative column relating to what site of the map you are running in Once your high load areas are done activate closed loop again so you can see how it all runs Monitor fuel adaptations and AFR etc One thing to note is how quickly it drops into open loop under full throttle By going into open loop the 02 sensor is masked where the ECU listens to what its saying but ignores it this allows afr s to go beyond 14 7 and injection correction is directly taken from the fuel map we just adjusted allowing much enrichment to cool charge etc To alter open loop enrichment you can change at what Airmass point does it change to open loop This map is called LambdaCal MaxLoadNormTab Also open loop entry so leaving closed loop situation has a delay attached to it This way short overruns of the maximum load will not immediately result in leaving closed loop Stock bins often have this set to 2000 milliseconds which seems quite long If you want to ECU to leave closed loop faster after overrunning the load limit just decrease the time in LambdaCal TimeOpenLoop O Dilemma 2010 rev 1 06 16 Analyzing Trionic 7 with T7Suite Battery correction values for injector latency Ben a L3 a Symbol data InjCorrCal BattCorrTab r T e e I pu ai e wo Oo oO eM n3 e co D
44. 9 bar In terms of usage the TD04 can take us up to 1 4 bar boost pressure The TD04 can bring up to 330bhp Dilemma 2010 rev 1 06 98 Analyzing Trionic 7 with T7Suite Appendix IV Turbo compressor maps Mitsubishi TD04 19T specifications Mitsubishi TD0O4 19T specifications 4 MON 08 29 MHI EQ PMENT PrpADE os FAX 31 36 5328888 P 002 5A 88 94135 MHI TURBO GROUPS acc con PERFORMANCE 0 7483 PIN EOx a WABR20 C amp wove 1004 H 19T MEET TEKE 20 T O A Et hb EL PRESSURE RATIO A TTT VMAX ARAN spun y lt MER LTR es 1 HATTE l HT Aa ERA A PRAT Doo zx z 2A A E n EERIR i W GENS 9 AIR FLOW RATE MITSUBISHI HEAVY INDUSTRIES LT This TD04 19T compressor map has the air flow axis noted in m3 s 1 m3 per second means 2118 cfm So this turbo can flow approximately 0 26 m3 s 550 cfm pressure ratio 2 3 At the standard ratio of 2 it still flows 510 cfm which is more than a GT28RS The TD04 19T can bring up to 380 bhp O Dilemma 2010 rev 1 06 99 Analyzing Trionic 7 with T7Suite Appendix IV Turbo compressor maps Garrett GT28RS GT2860R specifications Garrett GT28RS GT2860R specifications GI25R 54 3mm 60 trim 0 80 A R GT28RS 60mm 62 trim 0 6 A R 3 4 m RI tad i o Fi e PJ co 47 2 Pressure Ratio Ut P2c P1c reeeefiarrett Corrected Air Flow Ib
45. Airmass the turbo will be providing If we want more Airmass from the turbo we need to keep the wastegate shut longer and thus we have to enter higher numbers on the right side of the table Symbol BoostCal RegMap original bin Symbol BoostCal RegMap original bin Viewtype Easy view Je Symbol data BoostCal RegMap Symbol data BoostCal RegMap 500 600 700 800 900 1000 1100 1200 600 700 800 900 1000 1100 1200 sooo 140 200 260 EON AU RUN AO sun 0 140 200 280 ESUREI ARIAS MS HS sen 0 140 200 270 860 BEBE NN RN won 0 140 170 220 BAT NNI oo BEES FO eo EIOS SUIT sn 0 150 180 230 E xo 0 1207 216 2407 SUNT 1640 0 250 280 8701 BOONE ioo 250000 2867 S700 O BEBE BEES SEE mT m p Ss di pa BA EEE oc Q RESEERE M 1082 39 200 900 509 900 moc original bin BoostCa Save h Undo changes origimal bin BoostCa Save l Close Dilemma 2010 rev 1 06 36 Analyzing Trionic 7 with T7Suite Tuning the T7 Tuning with T7Suite Altering Airmass limiter To be able to flow more air though the engine that is allowed in the stock configuration we will have to modify the Airmass limiter tables as well Note that there are two different ones one for manual gearbox and one for automatic gearbox This example will only show the manual gearbox table BstKnkCal MaxAirmass but for automatic cars BstKnkCal MaxAirMassAu needs to be changes
46. Analyzing Trionic 7 with T7Suite Dilemma 2010 Trionic 7 EU E TOS a E E A d apat Bananai Sutin ES oes pt PU uni e E Y AE sun Ep semi SLETTE T TN M gt pa A capa ARS E or Trionic 7 Suite Professional 7 tuning software rev 1 07 Analyzing Trionic 7 with T7Suite Preface This document is intended for Saab fanatics and engineers who want to start understanding the Saab Trionic 7 motor management system It will give as much information as possible about the technical part of the system The only limitation will be the knowledge of the author In short the content of this document will enable you to understand Trionic 7 better and give you hands on information about altering the maps it uses Prerequisites are minor electronics and computer knowledge and of course some understanding of how a turbo charged engine works Throughout the document the T7Suite software will be referenced This software will enable you to really get into the Trionic The T7Suite software can be downloaded from the T7Suite website H http trionic mobixs eu Acknowledgements The author would like to thank everyone on ecuproject for their help on getting all this information together Special thanks go out to General Failure J K Nilsson Hook Hma Vigge Mackan Sandy Rus JKB L4staero and Steve Hayes These icons are used throughout the document to denote 7 References 3 Advanced t
47. CK VVHITE Connects to ECU PINS 22 E1EM29 BOOST PRESSURE VALVE HARNESS 179a Wire color YELLOW GRAY Connects to ECU PINS 43 Dilemma 2010 rev 1 06 88 Analyzing Trionic 7 with T7Suite Appendix III BDM technical information General Appendix IIT BDM technical information General BDM stands for Background Debug Mode This refers to the mode the Motorola microcontroller is forced into when activating the BDM interface This mode enables us to hold the processor in the program execution and read and write data from and to the memory inside the microcontroller and the memory connected to it In this way we can download and program the flash contents which gives us access to the binaries we like so much The BDM software you need can be downloaded from http www xendus se bdm bd32 122 zip Home build 2 chips design schema An alternative to buying a BDM interface can be building one yourself This chapter will hand you all information needed to buy the components needed and the schema to build the interface The image below shows the schema for the 2 chip design There is also a 5 chip design and a GAL based design but these are more difficult to build at home Vcc to pin 14 on 74HC74 and 74HC132 GND to pin 7 on 74HC74 and 74HC132 PC Printer Port 10 S6 PWR DN 11 S7 NC 12 4S5 DSO o CPU32 Background Port The table below shows the component list that you need to build the interface Of cour
48. DE2 CODE1 CODEO 00 00 00 Example messages 750 4F C3 11 2A FA 00 00 00 740 FE 91 EA 5C CD 55 00 00 750 7E EE 9B FF 6E 00 00 00 740 00 00 00 00 00 FF 00 00 750 7E EE 9B FF 6E 00 00 00 740 58 67 92 77 4F 55 00 00 750 21 E9 FF F8 4A 00 00 00 740 00 00 00 00 00 FF 00 00 50 21 E9 FF F8 4A 00 00 00 40 2C DB 4A 7E 49 55 00 00 750 14 20 42 C7 C3 00 00 00 740 00 00 00 00 00 FF 00 00 750 14 20 42 C7 C3 00 00 00 740 04 B9 29 D2 03 55 00 00 In this example the first column indicates the message ID These are real world examples of the messages If someone figures out how these messages work it could mean that the anti theft mechanism could be bypassed 7A0h Outside temperature Message is sent with an interval of 1 second There are two temperature values AVGTEMP and RAWTEMP AVGTEMP is the averaged outside temperature with a reading accuracy of 1 degree Celsius The other temperature RAWTEMP shows the raw temperature readings It has a reading accuracy of 0 5 degrees Celsius Temperatures are reported as 16 bit values In order to get the correct temperature the value must be divided by 10 and subtracted with 40 In other words a value of 0235h is first converted to decimal 565 then divided by 10 so that we get 56 5 and finally subtract 40 to get 16 5 degrees Celsius The STATUS byte most likely tells if the temperature readings are inside or outside values The SID seems to display the inside temperature for some time Durin
49. LimpHomeNr Last reported throttle limphome number Mode SID ST_Mode Mode settings to see different values Me85 In X_EthanolSensor Ad85 E85 X_EthanolActual Dilemma 2010 51 Analyzing Trionic 7 with T7Suite Tuning the T7 Real time symbols in Trionic 7 Ca85 E85Prot X EthanolActual Am AdpFuelProt MulFuelAdapt i m fueladaption value Resolution is n FFac Purge FuelFac The fuelfactor from the purge function Resolution is 0 01 ReFu E85Adap ST ReFuel Crnk CrnkCas ST Fuel Max load airmass for closed loop during normal MxLo LambdaProt MaxLoadNorm conditions Update every combustion Resolution is 1 mg c SFuL E85Adap V SavedFuelLevel Fuel level UNIT litre MAX 100 MIN 0 VFue In V FuelTank TRANS V P 10 Resolution is 0 1 Interval is 1000 ms Aadd AdpFuelProt AddFuelAdapt 2 ad fueladaption value Resolution is 0 01 Aadp AreaAdap A_ Throttle Adaption of throttle area Interval is 250ms Adaption value for idlespeed regulation drive activated This value is added to the PID and AdpD IdleAdap Q_AirDrive Constant part of the regulator If the I part is limited will the adaption stop Resolution is 0 01 g s Adaption value for idlespeed regulation drive not activated This value is added to the PID and AdpN IdleAdap Q_AirNeutral Constant part of the regulator If the I part is limited will the adaption stop Resolution is 0 01 g s Akw1 KnkAdaptAdap RefValueWind Akw2 KnkAdaptAdap RefValueWind 2 AMR Ca
50. N 75 Ws 156 206 261 SIS 978 4200 A97 S ESE ZN BL BIEN cis 70 106 167 196 25i 900 64 dii 797 S667 NS GB SO em ez er wo 64 100 143 191 242 296 352 409 477 537504 68900 R4 wen 45 95 132 101 232 205 397 392 460 535 S 6697 Mal vxo 49 90 190 182 229 276 390 8 9 356 Sie 5971 6590 RS ssn 42 95 1394 180 225 274 306 390 442 516 578 6647 2210 ma san 47 85 126 167 217 264 317 369 394 800 575 54017 29711 7991 Bea HASAN ving 52 82 118 156 206 258 308 960 427 457 E57 836 214 1 ma E AR cn 40 78 112 156 198 251 301 352 i4 363 547 61471 6800 1720 BOUT ROGO owe 40 82 112 154 197 244 304 350 i15 377 547 823 67501 79000 BA PO con 42 73 114 164 207 257 319 370 430 496 S6 6500 2140 0000 BS MEA ovo 42 83 119 156 202 245 296 353 414 476 546 619 6957 789 3 POD NONOUI 1630 48 81 dia 158 203 252 296 348 418 469 547 644 1 72700 8900 BG MAGN ten 42 75 125 164 205 252 300 354 416 451 568 654 727 8900 9300 AAG rpm 10 Jndo changes 9 3 01B205RM YS3DF55K w Save Close Dilemma 2010 rev 1 06 33 Analyzing Trionic 7 with T7Suite Tuning the T7 Tuning with T7Suite TorqueCal M EngMaxTab Data table for maximum engine out put torque for manual cars Resolution is 1 Nm Symbol TorqueCal M EngMaxTab 9 3 018205RM YS3DF55K12026823 BIN E e Easy view ih Symbol data TorqueCal M_EngMaxTab Undo changes 9 3 01B205RM YS3DFE Save TorqueCal M_EngMaxAutTab Dat
51. OCI UE AGER EE EE E OC T ER n ce 117 Bee eI 117 EquUaUON Lissone S 117 zac p E 118 POSS UIS CU OD t A ana 120 Appeneix XV il ACTOS a 122 Engine Management Specs nic angina tienen A va tia o DE eee 122 Dilemma 2010 rev 1 06 iv Analyzing Trionic 7 with T7Suite Hardware Integrated circuit list Hardware The T7 is build around a Motorola MC68332 CPU32 microcontroller This is a 32 bit controller that handles the entire motor management including fuel injection ignition timing and boost pressure control The processor has a vast 4Mb 512 Kbyte flash memory to its disposition for fetching program code and maps This flash memory consist of a AM29F400BT 90SI AMD holds the program memory There is a coprocessor from Philips a P83C592FHA 019 This is a 8 bit 8051 based microcontroller with a CAN Controller Area Network module As the CAN physical line driver there is an Intel AN82527 same family as used in Trionic 5 RAM memory is done by two 32 Kbit SRAM chips U62H256S1K There is also a special component that would appear to be a barometric pressure sensor Integrated circuit list The table below lists almost all IC s on the board This is just to give you an idea on what to expect Partnumber Function Usage on board TC55257DFI 85L SRAM working memory 1 16233970 Microcontroller Main 32
52. PRESO Example message 00 6A 6A 03 F9 00 00 00 Coolant temperature is 66 degrees Celsius and air pressure is 1017 hPa 631h Message is sent with an interval of 1 second Byte 0 Byte1 Byte2 6Bih Message is sent with an interval of 1 second Byte 0 Bytel Byte 2 6B2h Message is sent with an interval of 1 second Byte 0 Bytel Byte 2 740h 750h Security Messages are sent when the car key is turned to ignition on This leads me to believe that these two messages are somehow connected to the anti theft system The CODE bytes seem to have random numbers in them that change after a successful handshake The 750h message is sent first and after about 20 ms the 740h message is sent The reply can contain zeroed CODE bytes and the STATUS byte as FFh In that case after about 190 ms the same 750h message is repeated The second 740h reply seems to be always ok since it has something in the CODE bytes and the STATUS byte is 55h ID Byte 0 Byte 1 Byte 2 Byte 3 Byte 4 Byte 5 Byte 6 Byte 7 740h CODE4 CODE3 CODE2 CODE1 CODEO STATUS 00 00 750h CODE4 CODE3 CODE2 CODE1 CODE0 00 00 00 Example messages 750 4F C3 11 2A FA 00 00 00 740 FE 91 EA 5C CD 55 00 00 750 7E EE 9B FF 6E 00 00 00 740 00 00 00 00 00 FF 00 00 750 7E EE 9B FF 6E 00 00 00 740 58 67 92 77 4F 55 00 00 750 21 E9 FF F8 4A 00 00 00 740 00 00 00 00 00 FF 00 00 750 21 E9 FF F8 4A 00 00 00 Dilemma 2010 rev 1 06
53. SC byte DISC3 DISCO tells which CD disc is being played in BCD coding TRACK byte tells the track number being played in BCD coding The bytes MIN and SEC tell the play minutes and seconds of the current track also in BCD coding When there s no disc in play the TRACK MIN and SEC bytes are FFh The STATO STAT2 bits indicate the status of the CD changer If the STAT value is Oh the CD changer is inactive not spinning Value 3h means power up spin up but not ready yet And value 4h means that everything is OK playing disc SECURITY byte informs the Audio head unit if the CD Changer has not been married or is married to a different car If the byte is DOh everything is alright Values 50h and 10h mean that the CD Changer needs to be married to the car text CDC CODE will be displayed on SID Value 90h means the CD Dilemma 2010 rev 1 06 63 Analyzing Trionic 7 with T7Suite Tuning the T7 SAAB I bus communication Changer has been married to a different car and the VIN doesn t correspond to the one stored in the CD Changer text CDC LOCKED will be display on SID ID Byte 0 Byte Byte 2 Byte 3 Byte 4 Byte Byte Byte 7 1 5 6 3C8 CHANGED MAGAZINE DISC TRACK MIN SEC SECURIT h Y Byte Bit 7 Bit 6 Bit 5 Bit 4 Bit 3 Bit 2 Bit 1 Bit 0 CHANGED CHANGE 2 D MAGAZINE CD6 CD5 CD4 CD3 CD2 CD1 DISC STAT2 STAT STAT DISC DISC DISC DISCO 1 0 3 2 1 Example message 20 00 17 45 33 01 53 DO Information has not changed
54. Symbol BstKnkCal MaxAirmass original bin Symbol BstKnkCal MaxAirmass original bin E Viewtype Easy view 7 Axis lock mode Symbol data BstKnkCal MaxAirmass Symbol data BstKnkCal MaxAirmass s Ir A F 1 199 179 159 139 119 99 89 79 69 59 49 199 179 159 139 119 99 89 79 69 59 49 39 29 cv 800 S00 S00 SO Sio S40 560 610 640 amp 70 690 2401 5820 PIC 750 540 BER ERI ERI E ERE ERE A EJ A A A A A A E 3160 a EJ O AO IES IO A 7 562 987 1012 c STD Sew 620 680 740 7901 6887 NUT 2 60 BEBE ERI ERN ERR ER ERR ERR EUN co co o E 560 560 sey S60 S60 S60 560 560 580 SEO S60 560 S60 S60 SED 569 pa 2D Graph Graph 30 Graph e Bi i TELS eon SERB A original bin BstKnkCal Ma Save b Close 4 Undo changes original bin BstKnkCal Ma Save h Close As you can see the maximum amount of Airmass allowed is approximately 970 mg c We need to change the table so that it will allow more Airmass In this case we just up the table with 25 with the math functions in T7Suite NOTE Please do not simply turn off this limiter by setting it way higher than the actually intended level because it is an important limiter to provide engine safety Altering fuelcut Then there s the fuelcut function to worry about We need to increase the li
55. The need for a water circulation system is one A big one is cooling the water down after it is heated which means another radiator This leads to another problem You heat the water and cool it down with outside air like the Syclone Typhoon You can t get it as cool as the outside air but maybe you can get it within 20 degrees of it Now you are cooling the turbo air with water that is 20 hotter than the outside air and you can only get within 15 degrees of that temperature so coming out of the intercooler you have turbo air that is 35 degrees hotter than outside turbo air is 15 deg over water temp which is 20 deg over outside temp You could have easily done that with an air to air intercooler But if you put ice water in your holding tank and circulate that Then maybe the air temp coming out of the intercooler is 15 deg above that or 45 to 50 deg Hang on But after the water warms up you re back to the hot air again So great for racing not as good for the street 7 Lower the inlet temperature The less hard the turbo has to work to compress the air then the lower the temperature the air coming out of the turbo is This actually hurts the DTIm but still if it s cooler going in it will be cooler coming out You can work the turbo less hard by running less boost by improving the pressure drop between the air filter and the turbo or by having a more efficient compressor wheel You can also reduce the pressure drop in the intercooler wh
56. a high peak which after some time decays as the ions recombine In the post flame phase the most stable ions remain generating a signal that follows the cylinder pressure due to its effect on the temperature and molecule concentration Ions are created by the combination of the measurement voltage and the high temperature of the burned gases since the temperature follows the pressure during the compression and expansion of the burned gases when the flame propagates outwards and the combustion completes The ionization current thus depends on the pressure Spark Advance and Cylinder Pressure The spark advance is used to position pressure development in the cylinder such that the combustion produces maximum work Under normal driving conditions the mixture is ignited around 15 30 in crank angle before the piston has reached top dead center TDC and the pressure peak comes around 20 degrees after TDC In the graph below three different pressure traces resulting from three different spark timings are shown Earlier spark advance normally gives higher maximum pressures and maximum temperatures that appear at earlier crank angles FU Seer c teens EEE sess perce rete a ei pro pr Gu essi eer ues TR TE etd feed i a 40 za 0 el Bo ou Danang de Image 8 Cylinder pressure vs Ignition timing Three different pressure traces resulting from three different spark advances The different spark advances are SA1 spark advance 32 5
57. a table for maximum engine output torque for automatic cars Resolution is 1 Nm Symbol TorqueCal M_EngMaxAutTab 9 3 018205RM YS3DF55KX1202682 Undochanges 9 301B205RM YS3DFE Save TorqueCal M 5GearLimTab Data table for maximum engine output torque for manual cars on fifth gear Resolution is 1 Nm Symbol TorqueCal M_SGearLimTab 9 3 01B205RM YS3DF55KX12026823 Dilemma 2010 rev 1 06 34 Analyzing Trionic 7 with T7Suite Tuning the T7 Tuning with T7Suite TorqueCal M EngMaxES5Tab if running on E85 Data table for maximum engine output torque when running on E85 Resolution is 1 Nm TorqueCal m PedYSP Air mass support points for Calc X AccPedalMap Resolution is 1 mg combustion Symbol TorqueCal m PedYSP 9 3 01B205RM YS3DFSSKx12026823 BIN PERI II D J Viewtype Easy view Symbol data TorqueCal m PedYSP Da 9 3 O1B205RM YS3DF 33 Close Dilemma 2010 rev 1 06 35 Analyzing Trionic 7 with T7Suite Tuning the T7 Tuning with T7Suite Tuning Boost calibration This map holds percentages 0 1 accurate of how much air should be passed to the return hose of the boost control value The higher the value to more air is bled off and the less the wastegate will open and thus the more air the turbo will be spooling As you can see the more Airmass is requested x axis the more the wastegate is held shut and thus the more
58. any other CAN bus connection which are called I and I These refer to CAN High and CAN Low signals in general CAN terminology Details on I bus communication Frame type CAN 2 0A 11 bit identifiers Bus speed 47 619 Kbit s Timing register settings BTRO OxCB BTR1 0x9A As an example the engine speed is located as a 16 bit integer value on message ID 460h hexadecimal in the second and third bytes I define first byte as the most significant byte Speed is in the same message in fourth and fifth bytes The speed value is multiplied by ten so you have to divide the 16 bit integer by 10 to get the real speed value Here s an example ID 460h message 00 03 9C 00 2A 00 00 00 Engine rpm is 039Ch hexadecimal format 924 decimal format 942 RPM Speed is 002Ah 42 4 2 km h 220h Trionic data initialization This message must be sent before any queries to the Trionic can be sent Trionic responds with a 238h message Byte 0 Bytel Byte2 Byte3 Byte4 Byte5 3Fh 81h Oih 33h 02h 40h 238h Trionic data initialization reply Trionic sends this message after a 220h message has been sent on the bus Byte 0 Bytel Byte2 Byte3 Byte4 Byte5 40h BFh 21h Cih 01h 11h Dilemma 2010 rev 1 06 55 Analyzing Trionic 7 with T7Suite Tuning the T7 SAAB I bus communication 240h Trionic data query This message is sent as a command to the Trionic It can be used to query OBD II information I use the quotation marks becau
59. as a function of rpm and accelerator pedal position Resolution is 1 mgy c Symbol PedalMapCal m_RequestMap 9 3 01B205RM YS3DF55KX12026823 BIN O qn bir i 1d e Eel Viewtype Easy view 7 Axis lock mode Autoscale gt Mathematics 580 1260 1640 2020 2400 2780 3160 3540 3920 4300 4680 1 1000 1000 1000 1000 1000 1000 1000 1000 1000 i000 1000 EN Es amp 9 amp 2D Graph mg c Jndo changes 9 3 O1B205RM YS3DF55K save dose TorqueCal M_ManGearLim Maximum engine torque limit for each gear in the manual gearbox Resolution is 1 Nm Symbol TorqueCal M_MantearLim 9 3 01820528 M YS3DFS55Kx12026823 BI1N e Dilemma 2010 rev 1 06 32 Analyzing Trionic 7 with T7Suite Tuning the T7 Tuning with T7Suite TorqueCal m AirTorqMap This is where all torque limiters take their data from and therefore needs to be fooled if you are running 400nm or an automatic Data matrix for nominal Airmass Engine speed and torque are used as support points The value in the matrix friction Airmass idle Airmass will create the pointed torque at the pointed engine speed Resolution is 1 mg c axis to the above map TorqueCal m AirXSP Symbol TorqueCal m AirTorqMap 9 3 01B205RM YS3DFSSKX12026823 BIN O E X mnl 0 7 Viewtype Easy view y Axis lock mode Autoscale a 40 20 0 20 40 60 50 100 125 150 1175 1200 1225 250 1275 em iis 15 2S 2667 828 SUE 408 4897 5700 E 78500 RENN
60. ating points have an engine speed of 1500 rpm with different throttle angles and for the two other operating points the engine speed is doubled to 3000 rpm The PPP for maximum output torque in the figure lies around 15 ATDC after TDC for all these operating points even though the spark advance differs a lot 500 RPM 500 RPM 24 pr 23 5 E E 23 Z m m z cr E 225 E E E 22 2 5 20 5 20 25 D 5 20 25 PPP deg PPP deg 2000 RPM 3000 RPM 24 5 0D 24 S rE E E g 2 235 z E ce eo c e E o P2 5 05 22 ou D 5 20 25 D 5 20 25 PPP deg PPP deg Image 10 PPP vs torque in different settings Note that the load and speed are changed over large intervals and that the PPP for maximum output torque at the different operating points does not differ much The PPP versus torque curve is flat around the position for the maximum Therefore a spark schedule that maintains a constant PPP at 15 is close to optimum Considering only the work produced this motivates that an optimal spark schedule maintains almost the same position for the peak pressure However the optimal PPP changes slightly with the operating points The efficiency can thus be improved a little bit further by mapping the optimal PPP for each operating point and provide these values as reference signal to the spark timing controller The peak pressure positioning principle can also be used for meeting emission standards O Dilemma 2010 rev 1 06 113 A
61. ayed at the same time Byte 0 Bytel Byte2 Byte 3 Byte4 Byte5 Byte6 Byte 7 11 02 STATUS 19 00 00 00 00 Example message 11 02 FF 19 00 00 00 00 SID should not display the text provided with message 328h 34Ch ACC to SID text control Message is sent with an interval of 1 second The normal value of byte STATUS is FFh When a 32Ch ACC to SID text message group is sent the STATUS byte changes between 03h and 05h for the duration of the messages After the 32Ch messages the status byte returns to FFh Byte UNKNOWN1 seems to stay at 00h and UNKNOWN2 byte at 23h Information provided by Magnus Lirell Byte O Byte 1 Byte 2 Byte 3 Byte 4 Byte5 Byte6 Byte 7 18 UNKNOWN1 STATUS UNKNOWN2 00 00 00 00 Example message 18 00 05 23 00 00 00 00 18 00 FF 23 00 00 00 00 First line requesting SID to display text provided with message 32Ch Second line SID should not display ACC text 34Fh TWICE to SID text control Message is sent with an interval of 1 second The normal value of byte STATUS is FFh When a 32Fh TWICE to SID text message group is sent the STATUS byte is changed to 04h and immediately after that to 05h for the duration of the messages After the 32Fh messages the status byte returns to FFh Byte 0 Byte1 Byte 2 Byte 3 Byte4 Byte5 Byte6 Byte 7 1B 00 STATUS 2D 00 00 00 00 Example message 1B 00 05 2D 00 00 00 00 Requesting SID to display text provided with message 32Fh 357h SPA to SID text control M
62. bOh OO OO OO OO FD 04 FF FF 07 OO FC 04 1D DB Ga 72 v vy Use Ooo7ffcOh FB O4 31 30 37 30 9A 04 20 20 20 20 20 20 20 20 4 107083 DOO7TffdOh 55 45 20 45 35 30 32 42 20 35 2D 39 97 14 44 37 UE E502B 5 9 D7 Ooo7ffeOh 34 2E 43 30 42 46 58 31 41 45 95 OC 35 34 38 30 4 COBFX1AE 5480 DDOTfff h 38 33 35 94 OF 20 20 38 33 37 30 38 33 35 9109 835 8370835 Dilemma 2010 rev 1 06 27 Analyzing Trionic 7 with T7Suite Tuning the T7 Tuning with T7Suite Tuning the T7 Tuning with T7Suite To get the ECU to produce more engine output several parameters maps have to altered This chapter will give you a general idea on what to change and why for getting to an approximate stage II equivalent The example is a 9 3 B205R AirCtriCal m MaxaAirTab Airmass value from controller where area map has reached max area and there is no point to increase the I part Resolution is 1 mg c Symbol AirCErlial m MaxAirTab 8 3 O1B205RM YS3DFBSSEX12025823 BIN P Mentype Easy Wien Symbol data AirCtrICal m MaxAirTab Undo changes 9 3 018205RM YS3DFE Save AirCtriCal m_MaxAirE85Ta if running on E85 Same as above for E85 BoostCal I LimTab Load limit tab to enable the I Part of boost regulator If the load request from Airmass master is above this value plus the hysteresis is the I Part enabled and the throttle closed loop is disabled If the load request from Airmass master is below t
63. be sent over the bus The P bus uses two signal just like any other CAN bus connection which are called P and P These refer to CAN High and CAN Low signals in general CAN terminology Details on P bus communication Frame type CAN 2 0A 11 bit identifiers Bus speed 500 kbit s Timing register settings BTRO 0x00 BTR1 Ox1C 1A0h Engine information Message is sent with an interval of 10 milliseconds The ENGSTOPPED bit in the STATUS byte indicates if the engine is running or stopped Engine RPM is shown as a 16 bit value RPM1 and RPMO MAP shows the Manifold Absolute Pressure in kilopascals THROTTLE byte is the throttle pedal position with a value range of 0 100 percent 0 64hex MAF is the reading from Mass Air Flow sensor ID Byte 0 Byte 1 Byte 2 Byte3 Byte4 Byte 5 Byte 6 Byte 7 1A0h STATUS RPM1 RPMO MAP THROTTLE MAF Byte Bit 7 Bit 6 Bit5 Bit4 Bit 3 Bit2 Bit 1 Bit O STATUS CHANGED ENGSTOPPED 2FOh Vehicle speed Message is sent with an interval of 20 milliseconds Vehicle speed is indicated by the 16 bit value bytes SPEED1 and SPEEDO You will need to divide the value by 10 to get the right scaling kilometers per hour The byte 3 seems to be 80h all the time Byte O Byte 1 Byte 2 Byte 3 Byte4 Byte5 Byte6 Byte7 s SPEED1 SPEEDO 280h Pedals reverse gear Message is sent with an interval of 1 second and if a value changes The most significant bit of the first byte byte 0 is set i
64. bit CPU 1 PC83C592 Microcontroller with CAN contr 8 bit coprocessor 1 AM29F400 Flash memory 4 Mbit 1 51862 DA converter 1 AN82527 CAN controller CAN line driver 1 16238669 0H11 Pressure sensor 1 O Dilemma 2010 rev 1 06 1 Analyzing Trionic 7 with T7Suite Hardware Block schematic diagram Block schematic diagram A Internal functions External functions Outside ECU SFI socket Dilemma 2010 rev 1 06 2 Analyzing Trionic 7 with T7Suite Hardware Block schematic diagram PCB details The PCB layout is not entirely known of course because SAAB did not release details about this even in the service manuals Finding out how things are setup is not so very difficult though once you know what the system should do and what hardware components are on the board The image will give you some idea on what is what on the board Power supply Dilemma 2010 rev 1 06 3 Analyzing Trionic 7 with T7Suite Hardware Block schematic diagram DI cartridge triggering The DI cartridge has a trigger input for firing the four individual sparkplugs These are triggered by signals from the ECU on pin 9 10 11 and 12 which are generated in the power driver IC CA3236 on the Trionic PCB topside 16 pin DIL housing Internally these four pins are connected as show in the table and the image below DI cartridge pin ECU pinnumber pinnumber Description 1 OUT A Trigger cylinder 1 3 OUTB 3 8 3 OUTB Trigger cylinder
65. bo control will take over The excess is converted to a PWM which controls the charge air control valve The absolute pressure sensor is used to correct the conversion The requested mg c is compared to current mg c and the charge air control vale PWM is finely adjusted if required rev 1 06 22 Analyzing Trionic 7 with T7Suite Maps Torque Torque request So if the driver or cruise control for that matter pressed the accelerator pedal he actually requests a certain Airmass from the system This value is fetched from the PedelMapCal m_RequestMap shown below Symbol PedalMapCal m_RequestMap 9 3 00 vig 519 bin E j E PE leu 3D Graph i FD G ra ph The table holds Airmass values for each position of the accelerator pedal and each rpm site Trionic now looks up the estimated engine output torque based on Airmass and rpm This is done through map TorqueCal M_NominalMap as shown next Dilemma 2010 rev 1 06 23 Torque Maps Analyzing Trionic 7 with T7Suite 519 bin Viewtype Easy view 9 3 00 Vig 519 bin Torqu MominallMap 9 3 00 Vig mH nHNN ollo llo ga G Ci so m x x 0 al bol Torquet Linda changes mM ydes de MA 24 rev 1 06 Dilemma 2010 Analyzing Trionic 7 with T7Suite Maps Second lambda sensor Second lambda sensor In the years Trionic 7 was shipped on cars several things changed in these cars setups One of the ma
66. d due to the later start of the effects mentioned above which also can be seen in the figure The pressure trace from the spark advance SA3 is higher than the others at crank angles over 30 However this gain in produced work can not compensate for the losses early in the expansion phase Peak Pressure Concept Thus optimal spark advance positions the pressure trace in a way that compromise between the effects mentioned above To define the position of the in cylinder pressure relative to TDC the peak pressure position PPP is used Image 31 The PPP is the position in crank angle where the in cylinder pressure takes its maximal value There also exist other ways of describing the positioning of the combustion relative to crank angle e g based on the mass fraction burned curve Presssure Trace Pressure MPa B 40 20 x 40 ab 100 Crank Angle deg Image 9 Peak pressure position Dilemma 2010 rev 1 06 112 Analyzing Trionic 7 with T7Suite Appendix VII Knock and misfire detection Engine tuning for efficiency Engine tuning for efficiency To be able to get the maximum torque from the engine at a given load point we have to investigate the torque development in different settings In Image 32 mean values over 200 cycles of the PPP are plotted together with the mean value of the produced torque at four different operating points covering a large part of the road load operating range for the engine Two of the oper
67. d of time This will can have the effect of leaning your AFR s across the board Example you make a tune closed loop AFR s are fine because the O2 is making it fine through feedback but unknown to you its rich and short term fuel trim is driving negatively 13 I e is leaning off injection time by 13 You don t notice this and make some full power runs to check AFR its fine at say 12 5 AFR After several weeks the multiplicative adaptation Long term fuel trim has absorbed some adaption and has earned a value of 13 this will now subtract 13 from whole fuel calculation including full power All of a sudden your full power AFR has jumped up to 14 0 AFR engine failure happens very easily from here Now back to fuel mapping To set closed loop area of fuel map monitor the AFR in this light load area if its wrong after adjusting for large injectors start by just adjusting the Injector constant up and down accordingly instead of altering the closed loop area of the BfuelCalMap This will affect the whole map Dilemma 2010 rev 1 06 15 Analyzing Trionic 7 with T7Suite Maps Fuel instead of one point By doing it this way you can almost get AFR spot on in closed loop area just by a few goes at adjusting the injector constant It can be found in InjCorrCal InjectorConst the value represents the injectors flow in mg of fuel not capacity or cc s as injectors are normally rated in The injector constant is a calculation factor used by T
68. dal TRANS V P 1 Resolution is 0 1 Interval is O Dilemma 2010 rev 1 06 20ms 54 Analyzing Trionic 7 with T7Suite Tuning the T7 SAAB I bus communication SAAB I bus communication Courtesy of Tomili and General Failure The I Bus is an internal bus Instrumentation Bus that connects together instruments such as the radio ACC and the SID Information Display The I bus is the non critical bus which means that vehicle critical information is not sent over it That is done through the P powertrain bus The I bus enables us to communicate with several devices in the car including the TWICE DICE etc Both the I and the P bus are CAN bus based communication buses which enables us to use a normal CAN adapter to interface with them The I bus follows the ISO 11898 2 standard which is the high speed variant although it only implements a maximum communication speed of 47 619 Kbit s Messages on a CAN bus are sent within CAN frames that include an identifier number number of data bytes the actual data called the payload and checksum to verify it the data was transferred correctly There are two CAN frame formats the basic frame referred to as CAN2 0A and the extended frame referred to as CAN2 0B The basic frame has a 11 bit identifier field when the extended frame has a 29 bit identifier which makes it possible to extend the number of message types that can be sent over the bus The I bus uses two signal just like
69. dentifier These identifiers have a hardcoded meaning Identifier Length Description 0x91 0x09 Ecuid vehicleidnr 0x94 0x07 Ecuid ecuhardwversnr 0x95 Ox0C Ecuid ecusoftwnr 0x97 Ox1E Ecuid ecusoftwversnr Ox9A 0x04 Ecuid softwaredate Ox9C 0x04 variable name table crc not really sure Ox9B 0x04 Symboltable packed table with symbol names OxF2 0x04 F2 checksum OxFB 0x04 Romchecksum piareachecksum OxFC 0x04 Romchecksum BottomOffFlash OxFD 0x04 RomChecksumType OxFE 0x04 Romchecksum TopOffFlash OxFA 0x05 Lastmodifiedby 0x92 OxOF Ecuid partnralphacode IMMO 0x93 0x07 Ecuid ecuhardwnr OxF8 0x02 OxF7 0x02 OxF6 0x02 OxF5 0x02 0x90 0x11 Ecuid scaletable VIN 0x99 0x06 Ecuid testerserialnr 0x98 0x0D Ecuid enginetype OxF9 Ox01 Romchecksum Error Ooo7vff20h FF FF FF FF FF FF FF FF FF FF FF FF FF FF FF FF FRA Ooo7ff30h FF FF FF FF FF FF FF FF FF FF 30 30 37 37 33 30 VU RR 730 Ooo7ff40h 33 58 32 43 35 34 46 45 33 53 59 OD 11 31 FS O1 3X2C54FE3SYD 1 Ooo7ff5O0h 30 31 33 20 72 4E 20 4E 41 43 50 50 98 DC 34 32 O13 rN NACPP 42 DOO7FF 60h 38 30 30 30 99 06 35 34 33 32 31 30 33 59 35 43 8000 59432103Y5C Ooo7ff70h 35 35 46 45 33 53 59 90 11 BD ES F5 02 34 81 F6 S5FE3S O 46 406 DOO7EF80h 02 60 A3 F7 02 BS 3B FS 02 36 37 30 30 38 33 35 E g8 6700835 DDDOTffS 0h 93 OF 33 32 32 30 38 34 32 30 31 47 4E 30 31 36 3220842016GN016 DDOTffa h 38 92 OF FF FF FA FB 42 FA 05 40 B3 06 OO FE 04 8 F B B gt p Oo007ff
70. e 6 Byte 7 SEC MIN HOUR DAY MONTH RDSON O Dilemma 2010 rev 1 06 68 Analyzing Trionic 7 with T7Suite Tuning the T7 SAAB I bus communication Example message 00 01 OE 13 OF 02 E1 00 The day is the 16th of February and the time is 19 14 01 O Dilemma 2010 rev 1 06 69 Analyzing Trionic 7 with T7Suite Tuning the T7 SAAB I bus communication 730h Clock Message is sent with an interval of 8 seconds The ENGCOLD byte indicates how many minutes has passed since the ignition was turned off Byte 0 Bytei Byte2 Byte3 Byte4 Byte 5 Byte 6 Byte 7 gt SEC MIN HOUR DAY MONTH ENGCOLD Example message 00 01 OE 13 OF 02 00 00 The day is the 16th of February and the time is 19 14 01 740h 750h Security Messages are sent when the car key is turned to ignition on This leads me to believe that these two messages are somehow connected to the anti theft system The CODE bytes seem to have random numbers in them that change after a successful handshake The 750h message is sent first and after about 20 ms the 740h message is sent The reply can contain zeroed CODE bytes and the STATUS byte as FFh In that case after about 190 ms the same 750h message is repeated The second 740h reply seems to be always ok since it has something in the CODE bytes and the STATUS byte is 55h ID Byte 0 Byte 1 Byte 2 Byte 3 Byte 4 Byte 5 Byte6 Byte 7 740h CODE4 CODE3 CODE2 CODE1 CODEO STATUS 00 00 50h CODE4 CODE3 CO
71. e generated by the chemical reactions in the flame front Additional ions are created when the temperature increases as the pressure rises The processes creating the ionization current are complex and are also varying from engine cycle to engine cycle Image 25 shows ten 10 consecutive cycles of the cylinder pressure and the ionization current operating at constant speed and load Cinder Pressure 10 Crds ETT B E 2 E E T os d 30 o i 10 3 ax B 50 Crank Ange deg Image 3 Cycle to cycle variations in the combustion Dilemma 2010 rev 1 06 108 Analyzing Trionic 7 with T7Suite Appendix VII Knock and misfire detection Jonization current sensing As can be seen the cycle by cycle variations are significant which is a given problem in interpreting these signals Ionization current sensing 5 4 _3 E G J 200 400 Boo Boo 1000 1200 Clank angle EF Image 4 Ionization current in one cylinder Knock is a pressure oscillation in the cylinder with a frequency determined by the geometry of the combustion chamber The oscillation is present in the current measurement and can be extracted mainly by using a band pass filter in a well chosen time window of the current signal Knocking can destroy the engine When there is a misfire then there are no resulting ions and hence no current which is easily detected Misfires can and will destroy the catalyst Ionization current interpretation can be used
72. eCal M Reverse Dilemma 2010 rev 1 06 45 Analyzing Trionic 7 with T7Suite Tuning the T7 Using the tuning wizard Using the tuning wizard T7Suite incorporates a tuning wizard This wizard allows you to automatically alter the maps in the binary file to get it to a stage I equivalent file The wizard can be activated by selecting Tuning gt Easy tune to stage I from the menu A dialog will appear in which you can confirm that you want to tune the file to stage I Once you ve selected this the process will start After a few seconds a report will appear showing all actions taken on your file Tune me up to stage wizard 1 This wizard will tune your binary to a stage equivalent Several maps will be altered Partnumber nok recognized tuning will continue anyway please verify settings afterwards Yes tune me to stage I No thanks I Y Show details Show me a summary after Euning A The author does not take responsibility for any damage done to your car or other objects in any Form f Preview Sele File View Background bd i e ad AA 100 E 2 gem cem e Tuning wizard report Changed parameters in binary or actions taken Tuning your binary to stage 1 Backup file created 9 3 B205E EC2000 TUN EU 5387949 ECOYS3SC 48F20030731102711beforetuningtostagel20080731112235beforetuningtostagel bin Tuned boost calibration map BoostCal RegMap Tuned airmass limiter for manual transmission BstKnkCa
73. ead se Dilemma 2010 rev 1 06 105 Analyzing Trionic 7 with T7Suite Appendix V Upgrade stages 1 7 Stage VII stage VIT The target amount of power for stage VII is about 500 bhp B 200 225 bhp Exhaust 2 Intake Catalyst Injectors 345 cc min Fuel lines Turbo T25 TD04 Exhaust manifold Intercooler Clutch 450 Nm Camshafts lt Fuel pump Wastegate ium Mapsensor 2 5 bar Air delivery pipe pes Cylinder head ES Dilemma 2010 rev 1 06 106 Analyzing Trionic 7 with T7Suite Appendix VI Check Engine Light CEL Stage VII Appendix VI Check Engine Light CEL Dilemma 2010 rev 1 06 107 Analyzing Trionic 7 with T7Suite Appendix VII Knock and misfire detection Jonization current generation Appendix VII Knock and misfire detection Trionic detects knocking and misfires by means of the ionization current that flows between the spark plug gaps This appendix will explain how this works n http www fs isy liu se larer Projects main html Ionization current generation In an ideal combustion reaction hydrocarbon molecules react with oxygen and generate only carbon dioxide and water e g isooctane gives Cais O ACO 9F 0 In the combustion there are also other reactions present that include ions which go through several steps before they are completed CH 0 CHOT pe CHO O Hat 00 CH UH Cait e These ions and several others ar
74. ear 330 Nm 4 gear 350 Nm 5 gear 350 Nm Dilemma 2010 rev 1 06 83 Analyzing Trionic 7 with T7Suite Appendix I Symbol list Web references TCM then sends maximum permissible engine torque to protect the gearbox Trionic T7 converts Nm to mg air combustion with help of the Airtorque map The value constitutes the maximum air mass combustion permitted by the automatic transmission and it is therefore we currently need to trick T7 to think more Airmass is still the same Nm TorqueCal M_5GearLimTab Data table for maximum engine output torque for manual cars on fifth gear Resolution is 1 Nm TorqueCal M EngMaxES5Tab if running on E85 Data table for maximum engine output torque when running on E85 Resolution is 1 Nm TorqueCal m PedYSP Air mass support points for Calc X AccPedalMap Resolution is 1 mg combustion O Dilemma 2010 rev 1 06 84 Analyzing Trionic 7 with T7Suite Appendix IT Trionic 7 pinout 70 pin connector Appendix II Trionic 7 pinout 70 pin connector Pinnumber Colour 1 Red White 2 Yellow 4 Red White 5 Green Gray 6 Brown Red 7 Black Orange 8 Red Gray 9 Yellow Blue 10 Brown Blue 11 Yellow Blue 12 13 Blue 15 Black White 16 17 Yellow 18 Black 19 White 20 21 22 Black 23 White PK 24 Orange Green 25 Black 26 Blue Gray 27 Yellow Gray 28 29 Yellow Green 30 31 32 33 Green White 34 35 36 Green Blue 37 Green 38 Orange 39 Yellow White 40 43 Yellow
75. echnical topics Dilemma 2010 rev 1 06 ii Analyzing Trionic 7 with T7Suite Table of contents A reno E aa teeatears li Table OF CONEA acsauen maamasbianebamees iain enageccsmmasaned taenaasieaueneusbodacsancie iii o A 1 lys qid roli 1 Block Schematic alada RP ww m 2 PB CST met nwnnnwnn 3 POWER SUDDIV T Hm 3 DI cartriage Hd pet X X S 4 seem i e luos G 5 Injector divers MTP3SOSSVIE usse risus aiii 5 Crankshaft position sensor ELM ISTS his a 5 nn A e O OS 6 Downloading with PEMicro USB BDM interface 2 0 cece nennen nennen cnn nano nennen nnne sais se nnns 7 Checksum 4 8 A sear O o A E Dd MR UC LUUD EMI 8 ase EN eer EE I UO I I IE 8 2 AG N SUIS wa cues TT T T OD A ta enasresseanaiae 8 PTS TNS scii M ENERO TO ET DTE Emm 8 Ares 7 OOOO CAO K esos uei PSP EUR VOCCM IET SPEM PIRE dcm Hep er LEM SU RUM MN TEMA DP eR EDEN 8 FOW tO calculate a crec ansias 9 MIS COCOS M ETE ITE OO EO DOTT tT 9 Area 7 OOOO Cnecit SUIT ana 9 Firmware AJ T 10 E A O En URL FIRM EUlLEP Daan an 10 Memory map 43 10 Disassembling the code AJ
76. ecksums areas from which the Misc checksum is calculated The 0x2A 0x7C pattern gives a base address for the 0x48 0x6D addresses Bare with me These 0x2A 0x7C addresses are summed with the base address to make the actual address This way the address is only 2 bytes long On the 0x48 0x79 addresses it s 4 bytes long without any base address And the 0x48 0x78 pattern gives 2 bytes which correspond with the length of the checksum area Finally the OxB0 0xB9 pattern is followed by 4 bytes to the address of the Misc checksum Area 70000 checksum This checksum refers to an area in the region of 0x70000 Like the Misc checksum there is no clean way of finding out the length of the area along with the checksum address Using pattern searching with this also has results There are binaries that are incompatible with this approach so this requires some fixing in the future Pattern 0x20 0x3c 0x00 0x00 0x11 0x52 0x2F 0x00 0x20 0x3C 0x00 0x00 0x09 0xD0 0x2F 0x00 0x20 0x3C 0x00 0x00 0x00 0xCC 0xD0 0x9F Mask 1 1 0 0 0 0 1 1 1 1 0 0 0 O 1 1 1 1 0 0 0 0 1 1 Dilemma 2010 rev 1 06 8 Analyzing Trionic 7 with T7Suite Hardware Checksum After finding that pattern the masked addresses are summed together In the pattern the original addresses are 0x00001 152 0x000009DO and 0x000000CC Summing these gives the Area 70000 length of Ox1BEE At the same time this is the address where to find the Area 70000 checksum Ho
77. ee ise aed lada ale dos o aL o CN cL s L a o o a E CR UM O A A id il ji NI EN E AA L LL lI PROPRIETARY NOTICE yes document eared saat TEST No 1E114F information and such information Y may not be disclosed to others for d DATE 10 22 any purpose or used for CELL No 18 manufacturing without written permission from AlliedSignal REF 01 C AlliedSignal Turbocharaina Systems Torrance California U S A 68 As you can see the T25 trim 55 can flow 18 Ibs of air per minute O pressure ratio 2 and efficiency will be 65 This 18 Ibs minute converts to about 260 cfm The maximum efficiency zone 73 reaches up to pressure ratio 1 9 This would be 0 9 bar overpressure In terms of usage the T25 can take us up to 1 1 bar boost pressure and bring up to 250 bhp O Dilemma 2010 rev 1 06 97 Analyzing Trionic 7 with T7Suite Appendix IV Turbo compressor maps Mitisubishi TD04 15G specifications Mitisubishi TD04 15G specifications 44 q TDO4H 15G Compressor Flow Map T E Pressure Ratio U 100 200 3010 400 SU Air Flow cfm The TD04 15G from the 9000 Aero can flow more air than the little T25 Looking at the map we can see that the TD04 15G can flow 428 cfm pressure ratio 2 and efficiency of 60 Also the maximum efficiency zone 76 vs 73 for the T25 reaches up to 1 9 pressure ratio with would be 0
78. eringAngle Stearing angle LwsIn only implemented on cars with ESP Resolution is 3 Airmass in milligram per combustion This airmass is the actual load value in the ECM Unfiltered Calculated from ActualIn Q AirInlet Resolution is 1 mg c Interval is every combustion Maximum torque request from TCS system via CAN Resolution is 1 Nm Interval is Every 20 ms MiFi Mnom MTCM Mtot Nolg Pdif Peng Perc PMXF Powm PrSt Dilemma 2010 Missf nrOfFilteredMisfire Torque M_Nominal ActualIn M TCMLimitReq In M TCSTotalReq Out ST NolIgnitionRetard ECMStat p_ Diff ECMStat P Engine PurgeProt PurgePercent PurgeProt PdiffMaxFlow Purge Valve Purge Status Number of missfires occurred Nominal engine output torque at a certain enginespeed and inlet airmass Read from matrix Maximum engine torque request from TCM UNIT Nm MAX 400 MIN 100 TRANS V P Resolution is 1 Interval is 10 ms Total torque request from ESP equiped cars The differance in torque between In M TCSTorqueReq and In M TCSTotalReq is taken with ignition retardation Resolution is 1 Nm Interval is Every 20 ms Ignition retardation is not allowed due to overheating the catalytic converter Oput DiffPSProt v_GearBoxOut TCM gearbox output speed converted to vehicle speed Resolution is 0 1 km h Interval is Every 100ms Differance between inlet manifold air pressure and external air pressure Resolution is
79. essage is sent with an interval of 1 second The normal value of byte STATUS is FFh When a 337h SPA to SID text message group is sent the STATUS byte is changed to 04h and immediately after that to 05h for the duration of the messages After the 337h messages the status byte returns to FFh Dilemma 2010 rev 1 06 61 Analyzing Trionic 7 with T7Suite Tuning the T7 SAAB I bus communication Byte UNKNOWN1 is 00h when STATUS is FFh and 01h when STATUS is 05h UNKNOWN byte also changes from 08h STATUS is FFh to 12h STATUS is 05h Byte O Byte 1 Byte 2 Byte 3 Byte 4 Byte5 Byte6 Byte7 1F UNKNOWN1 STATUS UNKNOWN2 00 00 00 00 Example message 1F 01 05 12 00 00 00 00 1F 00 05 08 00 00 00 00 First line requesting SID to display text provided with message 337h Second line SID should not display SPA text 368h SID text priority Message is sent with an interval of 1 second and if a value changes Message is sent in a group of three messages The first byte ROW has the values Oh 1h 2h corresponding to lines on the SID The Oh line needs more research since as you know the SID has only two lines of text it can display If the PRIORITY byte is FFh there is nothing shown on the SID However when a control unit sends text messages e g messages 337h and 357h its requested priority is shown on the PRIORITY byte If another control unit wants to override the currently shown text message it needs to send messages with a higher
80. f information has changed from the last message The GEAR byte is 02h if the reverse gear selected otherwise the byte is FFh When the brake pedal is pressed lightly only bit 1 of the PEDAL byte will be set Normal braking will set bits 1 3 and 4 The BRAKE CLUTCH bit will also be set if the clutch is pressed The ACTIVE bit in the CRUISE byte is set when cruise control has been activated The byte indicates that the engine is running or something like that needs closer inspection Byte 0 Byte 1 Byte 2 Byte 3 Byte 4 Byte 5 Byte Byte 7 6 STATE GEAR PEDAL CRUISE 2 Dilemma 2010 rev 1 06 72 Analyzing Trionic 7 with T7Suite Tuning the T7 SAAB P bus communication h Byte Bit 7 Bit 6 Bit 5 Bit 4 Bit 3 Bit Bit 1 Bi 2 t 0 STATE CHANGE 5 5 A s E i D PEDAL 5 KICKDOW BRAK BRAKE CLUTC z BRAK E N E H E CRUISE y ACTIVE gt a a Example message 80 FF OA 00 00 CO 82 00 Information has changed from the last message reverse gear is not selected brake pedal has been pressed and the engine is running 338h Trionic to SID text A group of three messages are sent with an interval of 1 second and if a value changes Messages are sent with about 10 milliseconds apart The CHANGED bit in the ROW byte will be set if information changes The two bits ORDO and ORD1 in the ORDER byte are for sequence numbering A new message group starts with the NEW bit set and both ORDO and ORD1 bits On the second message the NEW and ORD1 bi
81. for TorqueCal mAirTorqMap which is TorqueCal M EngXSP The top value in this list must be no more than the TCM limit In this case the top three rows have been altered to keep the calculated torque below 330Nm 400 gt 330Nm 350 320Nm 320 310Nm Symbol TorqueCal M EnaxsP Bz35R Biopawer rev4 z7Dhk 400nm Oo Symbol TorqueCal M Engx5P Bz35R Biopower rev4 270hk_400nm_ e A i h ee 7 Viewtype Ld Lun uS Dilemma 2010 rev 1 06 44 Analyzing Trionic 7 with T7Suite Tuning the T7 Automatic transmission specifics This means that when requesting 330Nm you will actually get 400 320 will get you 350 and so on The torque limiters in TorqueCal M EngMaxAutTab must be scaled with this in mind In this case 400Nm between 2780 and 3920rpm Values in between you need to recalculate at 4300rpm the user wanted 390Nm 400 330 3502320 means that 322 360 324 370 326 380 328 390nm il il LOA ll h f n Il 1 Il I ll ll ll Il Il H ll ll ll Il Il H Il Il Jl il i A i f h h i I If you want to use the same bin in manual cars all manual limiters must be calculated and set correctly NOTE In Bio power bins TorqueCal M EngMaxES5Tab Symbol data TorquecalM_Mancea Symbol dats TorqueCal E ea ld Inn anor bl Ei lt cad 3 Torqu
82. g O Dilemma 2010 rev 1 06 70 Tuning the T7 SAAB I bus communication Analyzing Trionic 7 with T7Suite this time the STATUS byte is 30h After the a while the STATUS bytes changes to first to 80h and then right after to 00h This probably means that the temperature readings are outside values Byte 0 Byte 1 Byte 2 Byte 3 Byte 4 STATUS AVGTEMP1 AVGTEMPO RAWTEMP1 RAWTEMPO Example message 00 01 72 01 6D 00 00 00 Average outside temperature is 4 0 degrees Celsius and raw outside temperature reading is 3 5 degrees Celsius Dilemma 2010 rev 1 06 71 Analyzing Trionic 7 with T7Suite Tuning the T7 SAAB P bus communication SAAB P bus communication Courtesy of Tomili and General Failure The P Bus is an internal bus Powertrain Bus that connects together ECU ABS control unit TCS control unit and DICE The I bus follows the ISO 11898 2 standard which is the high speed variant it implements a maximum communication speed of 500 kbit s Messages on a CAN bus are sent within CAN frames that include an identifier number number of data bytes the actual data called the payload and checksum to verify it the data was transferred correctly There are two CAN frame formats the basic frame referred to as CAN2 0A and the extended frame referred to as CAN2 0B The basic frame has a 11 bit identifier field when the extended frame has a 29 bit identifier which makes it possible to extend the number of message types that can
83. ges original bin MaxvehicCal Save Unda changes original bin MaxVehicCal 7 Save Close l Dilemma 2010 rev 1 06 38 Analyzing Trionic 7 with T7Suite Airmass request Tuning the T7 Tuning with T7Suite To get more from the engine than in the stock configuration we need to actually request more Airmass for a certain pedal position and rpm site This can be done through PedalMapCal m RequestMap Because we want more power at wide open throttle from the drivers perspective we need to increase the Airmass request at pedal positions in the high percentage range top of the table Symbol PedalMapCal m_RequestMap original bin Pa ici Q Viewtype Easy view Symbol data PedalMapCal m RequestMap 700 880 1260 1640 2020 2400 2780 3160 3540 3920 4300 4680 5060 5440 5820 6000 710 ZE l l A aag 1200 700 rpm 10 Symbol PedalMapCal m_RequestMap original bin PES ben 1 Viewtype Easy view gt Symbol data PedalMapCal m_RequestMap 700 880 1260 1640 2020 2400 2780 3160 3540 3920 4300 4680 5060 5440 5820 6000 000 j j j lj EM j j BS2 BS2 852 852 E52 852 BSA euo BIB 616 BIB 6167 giet BIS BiB Gis 775 749 702 667 632 605 591 582 cio BOI BONO BON BOL goi BOL 763 78 6737 624 596 564 544 523 506 497 n WEISE P92 SZ 749 705 646 602 556 520 409 468 455 493 430 428 410 i 20 Groph 6 E apap aag 1250 700
84. h Software version 97h Engine type 98h Additional info 99h Software date Example messages 240h 40 A1 02 01 10 00 00 00 258h C1 BF 04 41 00 00 00 00 266h 40 A1 3F 81 00 00 00 00 258h 80 BF 10 04 AB 00 00 00 266h 40 A1 3F 80 00 00 00 00 First Mass Air Flow value is requested from the Trionic It responds with a two row answer to which both rows are acknowledged The MAF value is 4ABh which translates to 1195dec so the actual value is 11 95 g s O Dilemma 2010 rev 1 06 56 Analyzing Trionic 7 with T7Suite Tuning the T7 SAAB I bus communication 258h Trionic data query reply Trionic sends these reply messages after receiving a 240h data query There are several different ways the Trionic can respond Below are three different ones The ROW byte tells the row index of the reply i e how many messages are still coming It always seems to have the most significant bit bit set Also the first row has bit 6 set So a one line reply has a ROW byte of COh two line has ROW bytes Cih and 80h three line has C2h 81h 80h and so on The LENGTH byte gives the length of the answer However there s something a bit illogical about the LENGTH byte since in the first response way detailed below the LENGTH byte is either 03h or 04h In the last response way LENGTH is logical it tells the number of REPLY bytes plus two 5Ah and DATA byte The last reply row is padded with OOh s if necessary ByteO Byte 1 Byte2 Byte 3 Byte
85. heads bigger cam I had an approach of about 60 deg The only practical way of making the DTIm bigger on an existing intercooler is to only drive on cold days if you buy a better intercooler you naturally get a better DTIm 4 You can transfer more heat and have cooler outlet temps with more heat transfer area That means buying a new intercooler with more tubes more fins longer tubes or all three This is what most aftermarket intercoolers strive for Big front mounts intercooler and a half etc are all increasing the area A practical consideration is the fin count The area of the fins is included in the heat transfer area more fins means more area If you try to pack too many fins into the intercooler the heat transfer area does go up which is good but the cooling air flow over the fins goes down which is bad Looking at the 2 equation Q m Cp DT when the fin count is too high then the air flow m drops For a given Q that you are trying to reach then you have to have a bigger DT which means you have to heat up that air more Then THAT affects the DTIm in the first equation making it smaller and lowering the overall heat transfer So there is an optimum to be found Starting off with bare tubes you add fins and the heat transfer goes up because you re increasing the area and you keep adding fins until the it starts to choke off the cooling air flow and heat transfer starts going back down At that point you have to add m
86. his value is the I Part disabled and the throttle is allowed to run in closed loop Dilemma 2010 rev 1 06 28 Analyzing Trionic 7 with T7Suite Tuning the T7 Tuning with T7Suite BoostCal P LimTab Load limit tab to enable the P Part of boost regulator If the load request from Airmass master is above this value plus the hysteresis is the P Part enabled If the load request from Airmass master is below this value is the P Part disabled Symbol BoostCal P LimTab 9 3 01B205RM YS3DF55KX12026823 BIN O e Viewtype Easy view i Symbol data BoostCal P LimTab ce o on c eo e e BoostCal RegMap Main constant matrix Resolution is 0 1 96 fan creph D 2D Graph 250395883 9 3 D1B205RM YS3DFE Save BstKnkCal MaxAirmass divide by 3 1 for approx torque ignition airtemp etc affect this Map for max allowed Airmass for manual gearbox m nHigh Resolution is 1 mg c Dilemma 2010 rev 1 06 29 Analyzing Trionic 7 with T7Suite Tuning the T7 Tuning with T7Suite sus BstKnkCal MaxAirmass 8 3 D1B205RM YS3DFSSER12026823 BIN L JL A CARERS E MI UN JL a tt posa E 200 180 160 EE 120 100 90 80 z0 eso so o so ezo 10 fo Unda changes 9 3 018205RM YS3DFS5K v BstKnkCal MaxAirmassAu Map
87. ich allows you to run the same amount of boost in the intake manifold while having a lower turbo discharge pressure More on this later If you can drop the turbo outlet pressure by 2 psi or raise the turbo inlet pressure by 1 psi that will drop the turbo discharge temperature about 16 degrees depending on the compression efficiency and boost level If the turbo air iS going into the intercooler 16 degrees colder then it may come out only 10 degrees colder than before but that is still better than what it was Pressure drop Another aspect of intercoolers to be considered is pressure drop The pressure read by a boost gauge is the pressure in the intake manifold It is not the same as the pressure that the turbocharger itself puts out To get a fluid such as air to flow there must be a difference in pressure from one end to the other Consider a straw that is sitting on the table It doesn t having anything moving through it until you pick it up stick it in your mouth and change the pressure at one end either by blowing or sucking In the same way the turbo outlet pressure is higher than the intake manifold pressure and will always be higher than the intake pressure because there must be a pressure difference for the air to move The difference in pressure required for a given amount of air to move from turbo to intake manifold is an indication of the hydraulic restriction of the intercooler the up pipe and the throttle body Let s Say you
88. iginal bin 1260 1640 2020 2400 2780 3160 3540 3920 4300 4680 5060 5440 5820 6000 700 aua 1353 0001 2000 1000 sos 600 1008 1008 1009 000 i000 Yeon cos ion ond roo nan wn Bee 868 s s Bee Bss Ges s s B66 Bss Gss ses Bee 876 gas 907 pit SURG HEURES HC le 11 zO Graph Undo changes original bin Torquetal X_ Dilemma 2010 rev 1 06 40 Analyzing Trionic 7 with T7Suite Tuning the T7 Tuning with T7Suite Torque limiter To prevent to system to reduce Airmass above a certain engine output the torque limiter needs to be increased according to expected engine output Symbol TorqueCal M_EngMaxAutTab original bin x Symbol TorqueCal M_EngMaxAutTab original bin x Symbol data TorqueCal M_EngMaxAutTab r T Symbol data TorqueCal M EngMaxAutTab 0 A l AO e 0 vientype Easy view xj Axis lock mode A ped 3 0 Viewtype Easy view ir Axis lock mode E l 6000 5820 5440 5060 4680 4300 3920 0 o MEEEEEEEEEENEENNNNEESSNEELLZLEZZL 3160 2780 2400 2200 2020 1640 1260 880 Undo changes original bin TorqueCal M h Save jb Close uL Lindo changes original bin TorqueCal M Save I Close A Viewtype Easy view EE Men al vent M Symbol data TorqueCal M_EngMaxE85Tab r e E n
89. ignal AlliedSignal Turbochargina Systems Torrance California U S A 68 REV Air Flow cfm Now we can clearly see where out engine leaves the compressor map and thus the limit for the combination of the two engine and turbo lies We also see that even for the 2 3 litre engine the TD04 can sustain a much higher boost pressure at higher roms than the T25 can Even at 1 4 bar boost pressure ratio 2 4 the TD04 is within its limits and would flow approximately 420 cfm Would we have done the same with the T25 turbo we would most certainly be in the choke area and the turbo would be unable to get us the airflow that we required Determining the Best Wheel Trim Housing A R Combination With the flow rate you have just calculated you can look at compressor maps of different turbo chargers to see which ones give you the air flow you need at the pressures and efficiencies that you want to run When selecting a turbo it is important to do the above calculations for a number of different RPM s and boost pressures because you will not always be at redline under full boost while driving you car Checking the turbo performance at various engine speeds and pressures will give the overall picture of how well the turbo is sized to your vehicle Matching a flow map to your engine flow requirements will allow you to pick the compressor wheel trim for your application However before you can go out and purchase that new turbo you
90. ipe Limp home relay controller EVAP shutoff valve Knock indicator from DI on 4 cylinder engine Knock indicator cylinders 1 3 and 5 on 6 cylinder engine Coolant temperature sensor signal Optional EGT sensor input PT100 thermo couple Ignition 12V Fuel injector cylinder 2 Fuel injector cylinder 1 Feed for temperature and pressure sensors in delivery pipe and EVAP pressure transducer Ground Throttle actuator in throttle body Same as pin 69 connected inside throttle body Fuel pump relay Solenoid valve for turbo bypass valve Cruise control on off switch Combustion indicator cylinder 1 and 2 for 4 cylinder engine Combustion indicator cylinder 1 3 and 5 for 6 cylinder engine Ignition trigger cylinder 2 Ignition trigger cylinder 3 Voltage from pedal potentiometer P1 in throttle body Lambda signal rear lambda sonde Signal ground for lambda sondes EVAP pressure transducer signal Ground on 4 cylinder engine Knock indicator for cylinder 2 4 and 6 on 6 cylinder engine Brake light switch ABS speed reading Air Mass Meter signal might be Pink White CAN High CAN_H Fuel injector cylinder 3 Fuel injector cylinder 4 Voltage feed for the potentiometers in the throttle body Connected to T7 pin 49 inside throttle body Pressure transducer on intake manifold Ground for sensors rev 1 06 Range 12V Ground Ground 54 Ground Ground Data Ground Ground Ground Ground 12V 54 0 1 volt
91. it of the first byte byte 0 is set if information has changed from the last message LIGHT byte indicates the park and daylight head lights with the PARK and DAY bits When ignition signal is off the OFF bit is set in the LIGHT byte The byte is 20h when ignition signal is off and B8h when the signal is on ID Byte 0 Byte 1 Byte2 Byte3 Byte4 Byteb Byte6 Byte7 3BOh STATE LIGHT Byte Bit 7 Bit Bit5 X Bit4 Bit3 Bit2 Bii BitO STATE CHANGED LIGHT 1 1 1 OFF 1 PARK DAY Example message 00 76 74 B8 00 00 00 00 Information has not changed from the last message and the head lights are in park mode O Dilemma 2010 rev 1 06 74 Analyzing Trionic 7 with T7Suite Tuning the T7 SAAB P bus communication 3EOh Automatic Gearbox Message is sent with an interval of 1 second and if a value changes The most significant bit of the first byte byte 0 is set if information has changed from the last message The GEAR byte indicates in what state the gearbox is Value 05h means Forward value 03h Neutral and value 02h Reverse The GEAR SHIFT byte tells in what position the gear shift is Value 01h means Park value 02h Reverse value 03h Neutral value 04h Drive value 08h limit to 4 value 07h limit to 3 and value 06h low speed gear Information provided by Magnus Lirell ID Byte 0 Byte 1 Byte 2 Byte Byte 4 Byte5 Byte 6 Byte 7 3 3E0 STATE GEARBOX GEAR MOD Adaptation MODE h SHIFT E1
92. jor changes was the introduction of the second lambda oxygen O2 sensor that is placed after the Catalyst to ensure the catalyst is working properly If you want to run software from a double lambda sensor car in a single lambda car you have to make some changes in the settings This information is courtesy of L4staero Turning off second lambda sensor You can use this procedure in cars having only one lambda sensor and in cars having two lambda sensors but with a missing catalyst Alternative solution to turning off second lambda Change low limit on O2heaterPostCal I LowLim to O mA to disable sensor heater error and change CatDiagCal LoadHi and LoadLo to values never seen normally like 30 and 20 Dilemma 2010 rev 1 06 25 Analyzing Trionic 7 with T7Suite Maps Calibration of OBD2 and LEV EVAP systems Calibration of OBD2 and LEV EVAP systems If we want to run a file that was developed for OBD2 or a LEV car in an earlier car we run into problems because the early car is missing a second catalyst a tank pressure sensor and a purge canister behind the fuel tank If you have an early B205E L engine you simply couldn t run a later B205R software version in it because it would through CEL s for the missing hardware We need to make changes to the file before we can run in on an earlier car e g switch of the control of the new hardware OBDCal OBD2Enabled This is self explanatory if car is OBD2 put value at 1 if it s not OBD2
93. l MaxAirmass Tuned airmass limiter for automatic transmission BstKnkCal MaxAirmassAu Tuned fuelcut limiter FCutCal m AirInletLimit Tuned airmass request map PedalMapCalm_RequestMap Tuned airmass pedalmap y axis Torquelalm PedY3P Tuned torque limiter for automatic transmission T orqueCal M_EngMaxAutTab Tuned torque limiter for manual transmission T orqueCal M_EngMaxT ab Tuned torque limiter for manual transmission gears T orqueCal M_ManGearLim Tuned torque limiter for manual transmission in 5th gear TorqueCal M_5GearLimT ab Tuned torque overboost table TorqueCal M_OverBoostT ab Updated checksum aaa aa Current Page 1 Total Pages 1 Zoom Factor 100 Dilemma 2010 rev 1 06 46 Analyzing Trionic 7 with T7Suite Stuff for SID information display Tuning the T7 Stuff for SID information display T7Suite incorporates a function to allow visualization of information on the SID System Information Display This way you can view real time information without utilizing the Canbus interface You can select the variables you want the SID to display using the SID information selection option in T7Suite SID information selection Lambda Lambdalnt Qut Fi Ignition AfESEPrat1 EnrFac GirctlData iParth TCompProt EnrFac In T_Engine In T AirInlet IgnProt Fi offset Qui Engine TorquePrat LowLirn In A Throttle Idle amp dap Q AirMeutral Idle amp dap Q AirDrive Area dap 4 Throttle AdpFuelProt MulPuel
94. l consumption best engine torque and sent to box 3 3 Selection of ignition timing One of the ignition timing calculation is selected depending on which function is active The value is sent to box 6 4 Catalytic converter heating timing In order to heat up the catalytic converter as fast as possible after start the ignition will be retarded This is a compensation matrix that is added to the value in box 3 The matrix is dependent on load and engine speed 5 Engagement of catalytic converter heating timing The function is active when coolant temperature is e above 10 degrees Celsius and below 64 degrees Celsius The value from box 5 is added to the value of box 3 7 Compensation The ignition timing is corrected depending on engine ul EN coolant temperature and intake air temperature The value is sent to box 6 If knocking occurs a timing retardation will be calculated The value is sent to box 6 9 Total The compensation angle and knock retardation are om totalled to give the current ignition timing The value is sent to box 7 10 Selection of ignition timing Starting ignition timing is selected when the engine has not been started The value is sent to box 9 11 Starting ignition timing Starting ignition timing is selected when the engine has not yet been started The value is sent to box 9 12 Activate relevant trigger At the calculated crankshaft angle the microprocessor controls the transistor for the trigger that i
95. m WOT Wide Open Throttle O Dilemma 2010 rev 1 06 122
96. me efficiency curves As a rule of thumb a large turbo will be better at making a lot of pressure but will spool slower than a small turbo A small turbo will build boost fast but is less capable to make big boost pressure Understanding information within the compressor map 1 The oblong ovals on the chart or islands as they are called represent the efficiency of the turbo in that range As you can see on this map the most efficient operation 73 is in the very centre of the chart This is general characteristic of most turbochargers Without getting into the thermodynamics of adiabatic heat pumps we ll just say that efficiency is a measure of how much excess heat the turbo puts into the compressed air coming out of the outlet So intuitively more efficient is better 2 Wheel rotational speed is simply the rpm at which the compressor wheel is spinning O Dilemma 2010 rev 1 06 93 Analyzing Trionic 7 with T7Suite Appendix IV Turbo compressor maps Selecting a different turbo charger 3 The choke point which is usually not indicated on flow maps is the maximum flow rating the turbo is capable of regardless of pressure or efficiency 4 Beyond the surge limit on the left of the plot compressor surge occurs In laymen s terms this phenomenon is caused by a back pressure wave entering the exit of the compressor housing and disrupting flow through the compressor wheel Surge will kill turbos and is to be avoided at all costs Su
97. mentation panel dimmer position Integer value is between about 4600h and FDOOh LIGHT1 and LIGHTO form also a 16 bit integer for the SID light sensor Typical values range from about 1800h to 2C00h The NPANEL byte indicates if the Night Panel function is on Information provided by Magnus Lirell ID Byte 0 Byte 1 Byte 2 Byte 3 Byte 4 Byte 5 Byte 6 Byte 7 410h STATE DIMM1 DIMMO LIGHT LIGHTO NPANEL Byte Bit 7 Bit6 Bit5 Bit 4 Bit3 Bit2 Bit 1 Bit O STATE CHANGED Example message 00 46 41 18 04 00 00 00 Information has not changed from the last message and dimmer is at minimum position 430h SID beep request This message is sent when the SID is requested to beep what unit sends this request is still unknown Byte 0 Bytel Byte2 Byte3 Byte4 Byte5 Byte6 Byte 7 80 04 00 00 00 00 00 00 Example message 80 04 00 00 00 00 00 00 Request for the SID to beep 439h SPA distance Message is sent with an interval of The DIST byte indicates the distance to objects behind the car according to the SPA Saab Park Assist Information provided by Magnus Lirell Byte 0 Bytee1 Byte2 Byte3 Byte4 Byte5 Byte6 Byte7 STATE DIST E s Example message 00 00 00 00 00 00 00 00 Example text 460h Engine rpm and speed Message is sent with an interval of 100 milliseconds The ENGOFF bit of the first ENG byte indicates if the engine is off the bit is O when engine is on RPM1 and RPMO form a
98. mit of what the fuel cut function will accept to prevent it from shutting of fuel too early Symbol FCutCal m_AirInletLimit original bin Symbol FCutCal m_AirInletLimit original bin Viewt Easy view J Viewt Easy view Symbol data FCutCal m AirInletLimit Symbol data FCutCal m AirInletLimit original bin FCutCal m Ai l Save l Close NOTE Please do not simply turn off this limiter by setting it way higher as the actually intended level because it is an important limiter to provide engine safety Dilemma 2010 rev 1 06 37 Analyzing Trionic 7 with T7Suite Tuning the T7 Tuning with T7Suite Engine speed limiter To prevent the system to reduce Airmass above engine speeds that are still acceptable we need to change MaxSpdCal n_EngLimAir as well Y axis values are engine temperature coolant Please note that 200 rpm above this limit the fuel cut mechanism will become active Symbol MaxSpdcCal n EngLimair original bin Symbol MaxSpdCal n_Englim ir original bin E 7 O 3 1 nda changes original bi Save hi Close Vehicle speed limiter An option is to increase the vehicle speed limiter as well In this stock binary the vehicle speed is limited to 240 km h We can change it to for example 280 km h Symbol Max ehicCal y_MaxSpeed original bin Symbol MaxWehicCal v MaxSpeed original bin lewkype Easy view Symbol data MaxWehicCal y MaxSpeed Undo chan
99. n faster but very little more air is pumped out the turbo compressor You can see now the compressor housing will need to properly match the compressor wheel If you simply stuff a big wheel inside a small compressor housing the diffuse area will be very small This causes the air inside the housing to move at higher speed That s why some of the so called T28s which use a bigger compressor wheel inside the stock compressor housing does not produce good hp Compressor maximum flow The max flow of a compressor is shown on the compressor map On the map look for the intersection of maximum compressor wheel speed rpm and the least compressor efficiency curve Find that intersection The horizontal coordinate is the max flow The area to the right of maximum flow is the choke area The vertical coordinate is the pressure ratio at which the compressor reaches that maximum flow From this boost level as the boost increases very little air flow is increased For example if a compressor reaches its maximum flow at 2 PR or 1 atm pressure or 14 7psi higher boost does not pump more air into the motor But higher boost may be needed to increase the manifold pressure for the motor to flow more air A 5 liter motor with this turbo needs 15psi of manifold pressure to flow a certain CFM A 3 liter motor with the same turbo will need much higher manifold pressure to flow the same amount of air although that turbo s compressor does not flow more air past 1
100. n required to maintain the set speed is calculated The value is sent to box 3 The control module selects the highest of the two values box 1 or box 2 The value is sent to box 5 The maximum permissible air mass per combustion varies depending on the engine type During operation the maximum permissible mg c must also be limited to protect the engine gearbox brakes and turbo The control module selects the lowest value and sends it to box 8 When the AC compressor is on and when the heated rear window or radiator fan is on the mg c required to compensate for the increased load is calculated The value is sent to box 8 The control module calculates the mg c required for idle speed control The value is sent to box 8 The control module totals all the values The total is sent to box 9 9 Total requested mg c 10 Total Airmass request 11 Throttle control 1 Current mg c 2 13 Turbo control 14 Current mg c Dilemma 2010 The requested mg c is converted to requested voltage for throttle position sensor 1 The charge air pressure and intake air temp are used to correct this conversion The throttle motor rotates the throttle until the current voltage for throttle position sensor 1 corresponds with the requested voltage The requested mg c is also compared with the current mg c MAF reading If needed the requested voltage for throttle position sensor 1 is finely adjusted If mg c is too high for throttle alone the tur
101. nIn ST EngineInterv Engine intervention is requested from ESP AMR The content of HC in the purge air Resolution is 0 1 90 Apur Purge HCCont ay CanIn a Lateral Lateral acceleration only implemented on cars with ESP Resolution is 0 5 m s2 Badp BoostAdap Adaption ipaa value for boost control Interval is Every BMR CanIn ST BrakeInterv Brake intervention is requested from ESP BMR CLUi Out CMD_CoastLU Inhibit Inhibit coast slip lock up Status flag showing if tipin is active O Not active Amen cdo 1 Tip in active 2 Tip out active Coast Lock up slip state O No request 1 Fuel or IS cut inhibit 2 Fuel cut allowed Drivers Torque Intention The torque that the driver requests converted from air to torque DTI Out M_DTI Limitations from all functions excluding TCM and TCS are included in the signal UNIT Nm MAX 400 MIN 100 Fcod obdFaults codes for errors stored FFAd Purge m_FuelPrg Fuel flow from purge Resolution is 0 01 mg c Flow Purge Flow The actual purge flow Resolution is 1 mg s Maximum allowed purge flow in respect to FMXF PurgeProt FuelFacMaxFlow maximum allowed fuel factor at actual load Resolution is 1 mg s Frez PurgeProt AdpFreeze Adaption freeze status Fuel BFuelProt CurrentFuelCons Actual gear on automatic gearbox 2 Reverse 3 Gear In X ActualGear Neutral 5 Gear 1 6 Gear 2 7 Gear 3 8 Gear 4 i 11 Gear 3 lock up 12 Gear 4 lock up Interval is every 50 ms GSI Out CMD_GearShiftInhibit Prevent TCM fr
102. nalyzing Trionic 7 with T7Suite Appendix VIII Sensors and actuators General Appendix VIII Sensors and actuators This appendix will list details about the sensors and actuators used in a T7 car General Sensors are devices used to gather information In a Trionic 7 car a lot of sensors are used to determine what actions to take inside the ECU These sensors are all analogue which means they output a signal that has to be converted to digital numbers for the ECU to be able to understand them Actuators on the other hand are devices that enable the ECU to interact with the processes in the car Actuators are driven or activated by the Trionic be it directly or indirectly Sensors Actuators Dilemma 2010 rev 1 06 114 Analyzing Trionic 7 with T7Suite Appendix X How to connect the PD BDM programmer to a T5 T7 ECU Pin out Appendix X How to connect the PD BDM programmer to a T5 T7 ECU Pin out The standard BDM pin out BERR BEPT DSCL FREEZE IFETCH DSI IPIPEIDS0 The PD BDM Willem pin out E BEPT DSCLE FREEZE IFETCH DSI PPEDSO Please note that pins 1 amp 2 on a standard BDM connector are not connected and that the row of pins are shifted one pin upwards Pin 1 on the PD BDM Willem is pin 3 on the standard BDM connector F Ra atthe m i SSI E 7 i F A TA ze j ETT i d The BDM connector on the T5 a nu ee Ta NIS jaa 5M E Inl ohare eT iT
103. nalyzing Trionic 7 with T7Suite Maps General Maps General A lot of maps in the T7 are not only made up of a piece of raw data It also includes x axis and y axis information T7Suite will automatically display all known axis information when a map is opened IN Trionic 7 most symbol have an English name Trionic 5 has lots of Swedish names that explains lots about its function Also the symbols are categorized by name which makes browsing the symbols much easier All torque calibration symbols start with TorqueCal T7Suite groups all symbols by their respective category by default Dilemma 2010 rev 1 06 13 Analyzing Trionic 7 with T7Suite Fuel Maps Fuel Fuel calculation in Trionic 7 is based on the Airmass entering the engine In rough steps this seems to be the calculation s flow Description Closed loop Explaination The current air mass combustion is divided by 14 7 and sent to box 2 The unit is now in mg fuel combustion In case of a cold engine shortly after starting rapid load changes knocking or high loads the current value is multiplied by a compensation factor The closed loop value is used as a multiplier The value is then sent to box 4 Correction for purge Injection twice per combustion Multiply by the value for purge adaptation The value is sent to box 5 The multiplicative adaptation value is used as a multiplier and the new value is sent to box 6 The additive adaptation
104. nd B8h when the signal is on ID Byte 0 Byte 1 Byte2 Byte3 Byte4 Byteb Byte6 Byte 7 3B0h STATE LIGHT Byte Bit 7 Bit Bits Bit4 Bit3 Bit2 Biti BitO STATE CHANGED LIGHT 1 1 1 OFF 1 PARK DAY 2 Example message 00 76 74 B8 00 00 00 00 Information has not changed from the last message and the head lights are in park mode 3COh CD Changer control Message is sent with an interval of 1 second The most significant bit of the first byte CHANGED indicates when information has changed in the message Byte 1 COMMAND specifies what CD Changer controlling button has been pressed The PARAM byte is used by Change to CD command to inform which CD was selected ID Byte 0 Byte 1 Byte 2 Byte 3 Byte4 Byte5 Byte6 Byte 7 3COh CHANGED COMMAND PARAM COMMAND Description 59h Next NXT button 35h Seek next Seek 36h Seek previous Seek 68h Change to CD according to PARAM byte BOh Audio mute off Bih Audio mute on 76h Random play long press of CD RDM button Example message 80 68 02 00 00 00 00 00 Information has changed since last message and CD 2 has been selected to be played 3C8h CD Changer information Message is sent with an interval of 1 second The most significant bit of the first byte CHANGED indicates when information has changed in the message MAGAZINE byte informs which disc slots are occupied and which are empty The lower nibble of DI
105. ngine speed is below 2400 rpm This is to avoid vibration On engine alternative B255R gear 1 is limited to 280 Nm and reverse gear R is limited to 230 Nm Torque limitation in gears 2 5 is 380 Nm The engine torque value is converted to mg air combustion and constitutes the maximum air mass combustion allowed by the gearbox TorqueCal m AirTorqMap This is where all torque limiters take their data from and therefore needs to be fooled if you are running 400nm or an automatic 4sp automatic need the last row to be max 330nm 5sp 350nm as this is what the gearbox ECU is requesting as a max limit Data matrix for nominal Airmass Engine speed and torque are used as support points The value in the matrix friction Airmass idle Airmass will create the pointed torque at the pointed engine speed Resolution is 1 mg c axis to the above map TorqueCal m AirXSP TorqueCal M EngMaxTab Data table for maximum engine output torque for manual cars Resolution is 1 Nm TorqueCal M EngMaxAutTab Data table for maximum engine output torque for automatic cars Resolution is 1 Nm TCM engine torque limitation The maximum engine torque must be limited in gear R 1 and 2 for reasons of strength TCM will send continuous bus information specifying the maximum permissible engine torque The maximum permitted engine torque is also limited during gear changing TCM sends maximum permissible engine speed Reverse 270 Nm 1 gear 330 Nm 2 gear 330 Nm 3 g
106. not freeware Example of how to use IDA Pro with a Trionic 7 box Open binary raw file Set processor to Motorola series 68330 Check the Create RAM section start address OxF00000 size OxFFFF Go to address ROM 00000000 in IDA View A and hit D key three times to get dc FFFFEFFC Go to the next address ROM 00000004 and hit D key three times to get reset vector address this varies from binary to binary You should get e g dc l unk 51694 or something like that double click the unk 51694A text Your now in the place where the code execution starts press C to disassemble Now from the menu select Options gt General go to Analysis tab and press Kernel options1 button Check Make final analysis pass and hit OK Press Reanalyze program button and wait a while this really takes some time a minute or so Hex editor 53 Hexworkshop or UltraEdit is a tool that comes in handy often It can be used to view search and modify the raw binary file Dilemma 2010 rev 1 06 0 Analyzing Trionic 7 with T7Suite References 2 Web references ECUproject initiative Xendus SaabCentral Trionic Wiki pages T7Suite homepage Townsendimports BDM Software Ion sensing for knock detection Turbo compressor maps Saab9000 com JKBPower forum O Dilemma 2010 Motorola datasheet on MC68332 References Web references www ecuprojct com Steve Hayes and friends www xendus se General Failure www saabcentral c
107. ollowing pin out on the DB9 connector 12 BV fic CAN GND nc i CAN H o e b CAN GND nc c nc 12vi 5Vvinc c Ground CAN Low CAN High Dilemma 2010 rev 1 06 49 Analyzing Trionic 7 with T7Suite Tuning the T7 OBDIT socket pin out OBDIT socket pin out On some models the OBDII port enables you to connect to the I bus directly On most models you need to wire into the P pus preferably because data transmission rates are tenfold of that on the I bus or into the I bus directly The P bus can be found at the pins of the ECU as described on the previous page the I bus can be found in a lot of places like the CD changer connector in the trunk other spots are shown in the table below Pinnumber Description A AA 2 1850 Bus EX Chassis Ground Signal Ground CAN High J 2284 Note not on all models ISO 9141 2 K Line Airbag Controller ABS Controller CAN Low J 2284 Note not on all models ISO 9141 2 L line ISO 9141 2 L Line Battery Power e 71850 Bus I Bus There components are hooked up to the I Bus instrumentation bus SID Saab Information Display ACC Automatic Climate Control RADIO Radion control unit CDC CD Changer in trunk PSM Power Seat Memory SIC Soft Top Control for carbios Twice Theft Warning Integrated Control Electronics DICE Dashboard Integrated Control Electronics P Bus These components are hooked up to the P Bus powertrain bus
108. om http en wikipedia org wiki Trionic http trionic mobixs eu www townsendimports com http www xendus se bdm bd32 122 zip http www fs isy liu se larer Projects main html http www automotivearticles com Turbo Selection shtml http www saab9000 com http jkbpower egetforum se forum index php rev 1 06 1 Analyzing Trionic 7 with T7Suite Appendix I Symbol list Web references Appendix 1 Symbol list This appendix will give a short description of the most important maps in Trionic 7 To give a list of all symbols would be kind of stupid because there are approximately 4000 symbols in a Trionic 7 binary AirCtriCal m_MaxAirTab Airmass value from controller where area map has reached max area and there is no point to increase the I part Resolution is 1 mg c AirCtriCal m_MaxAirE85Ta if running on E85 Same as above for E85 BoostCal I LimTab Load limit tab to enable the I Part of boost regulator If the load request from Airmass master is above this value plus the hysteresis is the I Part enabled and the throttle closed loop is disabled If the load request from Airmass master is below this value is the I Part disabled and the throttle is allowed to run in closed loop BoostCal P LimTab Load limit tab to enable the P Part of boost regulator If the load request from Airmass master is above this value plus the hysteresis is the P Part enabled If the load request fr
109. om Airmass master is below this value is the P Part disabled BoostCal RegMap Main constant matrix Resolution is 0 1 96 BstKnkCal MaxAirmass divide by 3 1 for approx torque ignition airtemp etc affect this Map for max allowed Airmass for manual gearbox m nHigh Resolution is 1 mg c Knock limitation Knock control first retards the ignition timing for each cylinder If the mean value for the ignition retardation for all the cylinder exceeds a certain value fuel enrichment will take place If the mean value for ignition retardation increases further the maximum permissible air mass combustion will be reduced with the values in the BstknkCal MaxAirmass maps X axis represents degree of ignition retard This reduction takes place continuously as the ignition retardation increases The value constitutes the maximum air mass combustion value permitted by knock control Note Knock control on modern engines is not a safety function but a normal function Consequently it is considered normal when knock control reduces engine torque in certain cases The engine knock control increases for e g high intake air temperatures or high coolant temperatures Further influencing factors are driving at high altitudes and low octane fuel Certain engine variants require petrol with an octane rating of 98 RON in order to provide the specified engine torque power BstKnkCal MaxAirmassAu Map for max allowed Airmass for automatic gearbox m nHigh Resol
110. om shifting Dilemma 2010 22 Analyzing Trionic 7 with T7Suite HCnt In X Iput JeLi Jerk Kph1 Kph2 mAir Mair Purge HCCont In X AccPedal ActualIn n GearBoxIn JerkProt JerkFactor ECMStat JerkFactor ActualIn v Vehicle ActualIn v Vehicle2 MAF m AirInlet In M TCSTorqueReq Tuning the T7 Real time symbols in Trionic 7 The content of HC in the purge air Resolution is 0 1 90 Pedal position UNIT 9o MAX 130 MIN 0 TRANS V P 10 Resolution is 0 1 Interval is 20 ms Transmission input rpm turbine speed Used to detect when the load is changed for the engine when gear is engaged Resolution is 1 rpm Interval is every 50 ms Threshold value for changing shift pattern to no lockup This factor describes the jerking of the engine The formula for calculating this is abs ECMStat n EngineDelta2 factor The factor is for scaling it so it will be possible to filter it The calibratable value used for filtering is nEngCal FilterFactor Since the jerk factor is based on every combustion it is not possible to compare the numbers for 6 cylinder engines and 4 cylinder Left front wheel speed UNIT km h MAX 300 MIN O detection of min 1 0 km h TRANS V P 10 Resolution is 0 1 Interval is 100 ms Vehicle speed measured on the rear wheel sent from MIU UNIT km h MAX 300 MIN 0 TRANS V P 10 Resolution is 0 1 Interval is 100 ms LwsI CanIn fi Ste
111. om the symboltable inside the binary Memory map 3 Disassembling the code 3 Dilemma 2010 rev 1 06 10 Analyzing Trionic 7 with T7Suite Symbol tables General Symbol tables 5 General Each T7 firmware file contains a symbol table describing data structures in the program The major problem is that from some point in time SAAB started to compress the symbol tables in the binary file Probably just to save space in the flash memory but it has made tuning a little harder We actually need these symbol names because they tell us what a certain memory location means For unpacked binaries these symbols can be extracted together with their corresponding memory addresses ROM and RAM Image 4 gives a general idea on what these symbol tables look like HJgdBisdUgh 00 00 OO 260 OO OO UE Bn DE BE 00d BB OO BB ees st twee mew twee LBBnmisenm 00 OO OO DO OO OO DE OO OO OO 40 OD 00 DE 222 90 50m m 000015sf0h OO 00 oO 00 00 00 DO 00 OO OO 42 5C 6F 63 6B 54 BlockT 00001600h 79 70 65 OO 42 6C 6F 63 68 ZE 54 69 6D 65 72 DO yvpe Block Timer DUCOOLELOM 42 6C GF 63 BH 2E 54 65 BD 65 72 31 O00 FF 42 BC Block T1MBrLl ywBJL OOOO1620h 6F 63 6B ZE 54 68 6D 65 72 32 DO FF 42 6C 6F 63 ock TimerZ2 vBloc OOO001630h 6B ZE 41 44 SF 54 68 V2 6F 74 74 6C 65 44 65 6D k AD ThrottleDem O O0001640h 61 6E 64 OO 42 6C 6F 63 6B E 41 44 SF 54 68 72 and Block AD Thr OOOO1650h 6F 74 74 6C 65 53 75 6D OO FF
112. on Fchart jpg below and read F off the left hand side Mas gt LLON RAY EN at x piu Al me CALL PACA CI D E 1 OF 04 05 06 OF 08 09 10 Relic F correction factor This overall heat transfer equation shows us how to get better intercooler performance To get colder air out of the intercooler we need to transfer more heat or make Q bigger in other words To make Q bigger we have to make U A or DTlm bigger so that when you multiply them all together you get a bigger number More on that later Equation 2 We also have an equation for checking the amount of heat lost or gained by the gas or fluid on one side of the heat exchanger ie just the turbo air or just the outside air Q mxCpx DT Q is the energy transferred It will have the exact same value as the Q in the first equation If 5000 BTU are transferred from turbo air to outside air then Q 5000 for this equation AND the first equation m is the mass flow rate Ibs minute of fluid in this case either turbo air or outside air depending on which side you re looking at Cp is the heat capacity of the air This is a measure of the amount of energy that the fluid will absorb for every degree of temperature that it goes up It is about 0 25 for air and 1 0 for water Air doesn t do a great job of absorbing heat If you put 10 BTU into a pound of air the temperature of it goes up about 40 degrees If you put 10 BTU into a pound of water
113. one to encode negative temperatures So a value of 58 3Ah is in fact 18 degrees Celsius and on the other hand a value of 29 1Dh would give an temperature of 11 degrees Celsius The 16 bit value combined from PRES1 and PRESO gives the Ambient air pressure in hehtopascals hPa Byte O Byte 1 Byte 2 Byte3 Byte4 Byte5 Byte6 Byte7 COOLANT PRES1 PRESO s Example message 00 6A 6A 03 F9 00 00 00 Coolant temperature is 66 degrees Celsius and air pressure is 1017 hPa 630h Fuel usage Message is sent with an interval of 1 second Fuel usage since last start is reported with an 16 bit integer value bytes FUEL1 FUELO The FUEL1 byte is the most significant byte The unit is milliliters of fuel used since start The amount of fuel left in the tank is indicated by 16 bit integer values AVGTANK and TANK The TANK value seems to be a raw measurement value and the AVGTANK an averaged value of the raw measurements A full tank is about 02A0h and a soon empty tank below 0040h Dividing the value by 10 could give the available fuel amount in liters this is a guess The first byte VALID at least informs if the tank values should be disregarded For example during a O Dilemma 2010 rev 1 06 67 Analyzing Trionic 7 with T7Suite Tuning the T7 SAAB I bus communication engine start the two least significant bits TANKVALID are set meaning that the AVGTANK and TANK values are not correct they seem to be zeros ID Byte Byte 1 By
114. ore tubes or make them longer to get more heat transfer out of the increased area O Dilemma 2010 rev 1 06 119 Analyzing Trionic 7 with T7Suite Appendix XVI Intercooler calculation Pressure drop 5 Make U go up You can increase the U by adding or improving turbulators inside the tubes These are fins inside the tubes which cause the air to swirl inside the tube and makes it transfer its heat to the tube more efficiently Our intercoolers have these but I understand that more efficient designs are now available One of the best ways to increase the U is to clean the tubes out Oil film from a bad turbo seal or from the stock valve cover breather inside the tubes acts as an insulator or thermal barrier It keeps heat from moving from the air to the tube wall This is expressed in our equation as a lower U Lower U means lower Qs which mean hotter turbo air temperatures coming out of the intercooler 6 Air to water If we use water as the cooling medium instead of outside air we can see a big improvement for several reasons Water can absorb more energy with a lower temperature rise This improves our DTIm makes it bigger which makes Q go up and outlet temps go down A well designed water cooled exchanger also has a much bigger U which also helps Q go up And since both DTIm and U went up you can make the area A smaller which makes it easier to fit the intercooler in the engine compartment Of course there are some practical drawbacks
115. ply N by the volumetric efficiency of your engine VE This compensates for the fact that upon every cycle of the engine not all of the old air fuel mix in the cylinders is forced out the exhaust Thus there is a difference between the actual airflow through and engine and the predicted airflow This discrepancy is equated to a VE There is literally thousands of hours worth of online reading about volumetric efficiencies for just about every production engine To get the most accurate results from this step I would suggest researching your engine and coming up with the most realistic VE possible as this does have a significant effect on engine flow If you are just messing around with compressor flow maps and need a value for VE just to experiment with 85 efficiency is a nice conservative number for most modified turbocharged cars at high rpm 6500 7500 Keep in mind though that on a forced induction setup VE can easily exceed 100 so again it will be very beneficial to research your engine For our SAAB engines these number apply EVF RPM 2 0L engine 122 cubic inch 2 3L engine 140 cubic inch 1000 rpm 35 3 40 6 2000 rpm 70 6 81 2 3000 rpm 105 9 121 8 4000 rpm 141 3 162 4 5000 rpm 176 6 203 1 6000 rpm 211 9 243 7 7000 rpm 247 2 284 3 Since the amount of air to be flowed by the turbo is largest when RPM is at its top we will take the worst case scenario and get EVF 7000 RPM We have to make an assumption on the ambient temperature
116. r and turbine housings Increasing compressor A R optimizes the performance for low boost applications Changing turbine A R has many effects By going to a larger turbine A R the turbo comes up on boost at a higher engine speed the flow capacity of the turbine is increased and less flow is wastegated there is less engine backpressure and engine volumetric efficiency is increased resulting in more overall power e Clipping When an angle is machined on the turbine wheel exducer outlet side the wheel is said to be clipped Clipping causes a minor increase in the wheel s flow capability however it dramatically lowers the turbo efficiency This reduction causes the turbo to come up on boost at a later engine speed increased turbo lag High performance applications should never use a clipped turbine wheel All Garrett GT turbos use modern unclipped wheels e CFM Cubic feet per minute e Lbs minute pounds weight per minute e M3 s cubic meters per second e Corrected Airflow Represents the corrected mass flow rate of air taking into account air density ambient temperature and pressure Example Air Temperature Air Temp 60 F Barometric Pressure Baro 14 7 psi Engine air consumption Actual Flow 50 Ib min Corrected Flow Actual Flow v Air Temp 460 545 Baro 13 95 Corrected Flow 50 4 60 460 545 46 3 Ib min 14 7 13 95 e Pressure Ratio Ratio of absolute outlet pressure divided by absolute inlet pressu
117. rature air fuel ratio time since combustion exhaust gas recycling EGR fuel composition engine load and several others Ionization Current Terminology The ionization current typically has three phases a phase related to ignition a phase related to ions from the flame development and propagation and a phase related to pressure and temperature development In mage 29 the three phases of the ionization current are displayed Each of these phases has varying characteristics and they also mix together in complicated ways In the ignition phase the ionization current is large with reversed polarity Due to the high current in the ignition the measured signal shown in the figure is limited What can be seen in the image too is the ringing phenomenon in the coil after the ignition lanization Current Ignition Phase Flame Front Post Flame Phase Phase 30 20 10 10 20 30 40 s Crank Angle deg Image 7 Ionization current phases ignition flame front and post flame Dilemma 2010 rev 1 06 110 Analyzing Trionic 7 with T7Suite Appendix VIT Knock and misfire detection Spark Advance and Cylinder Pressure In the flame front phase the high level of ions associated with the chemical reactions in the flame produces one or more characteristic peaks The ions generated by the flame have different recombination rates Some ions recombine very quickly to more stable molecules while others have longer residual times The result is
118. re Example Intake manifold pressure Boost 12 psi Pressure drop intercooler AP intercooler 2 psi Pressure drop air filter APair Fiter 0 5 psi Atmosphere Atmos 14 7 psi at sea level PR Boost APintercooler Atmos Atmos AP air Filter PR 12 2 14 7 2 02 14 7 5 Dilemma 2010 rev 1 06 9 Analyzing Trionic 7 with T7Suite Appendix IV Turbo compressor maps How to read compressor maps How to read compressor maps A 2 dimensional pressure map looks like this 3 40 Garrett Turbochargers 3 20 E Wheel peopel COMPRESSOR TRIM Y spee 3 00 2 80 Efficiency y 2 60 F s gt 2 40 4 m ce H 2 20 x i 200 aly m A 1 80 ACES m 1 60 afa Jes D 1 40 o 64 200 li g ZA 59 750 1 20 A 0 46 050 RPM a 05 10 15 20 25 30 357 40 Y LOTA Flow rating PLC inlet pressure Tic doin AR FLOW LB MIN P2C discharge pressure TiC inlet temperature Pic aes 1 00 Turbo compressor map The curved lines indicate the rotation speed rpm of the compressor wheel In the sample map above these values are 45050 69750 84200 up to 125650 rpm This is how fast a turbine wheel spins The elliptical circle means the compressor s efficiency area It s marked by the percent sign The horizontal axis is the amount of air before turbo 1 m3 s 2118 88 cfm 10 Ib min 144 718 cfm The vertical axis is the pressure ratio the ratio of air pressure leaving to the turbo to air pressure entering
119. relpf com turbocalc index ph In addition you can read appendix IV Question What is a good intake air temperature Answer Upton 60 C is good enough If temperatures rise above 60 C consider replacing your stock intercooler with an aluminium cross flow type These are available from Speedparts Abbott ETS and others Dilemma 2010 rev 1 06 78 Analyzing Trionic 7 with T7Suite Tools 77Suite Tools T7Suite T7Suite has the following functions Checksum verification and correction Software ID adjustment Immobilizer code adjustment File comment adjustment Box number adjustment Extraction of symbol table Map visualization Compare maps in binary to another binary Move maps from one binary to another Downloading flash content from ECU through Canbus Flashing ECU through Canbus Real time tuning work in progress For usage of this tool please refer to its user manual Dilemma 2010 rev 1 06 79 Analyzing Trionic 7 with T7Suite Tools BD32 BD32 BD32 exe is the tool used to interface with the ECU through a BDM interface It is DOS based and will run normally on Win95 98 Me Ideally the user would boot into a DOS environment to use the tool There is a windows version available but the author has no experience with that specific tool IDA Pro 53 IDAPro stands for Interactive DisAssembler Professional It enables the user to disassemble binary files to its original source code IDAPro is commercial software
120. rev 1 06 1 Analyzing Trionic 7 with T7Suite Symbol tables General This mage 6 will give you an idea of what the symbol table should look like once it has been extracted See appendix I for a complete list of known symbols Symbol list P Symbol name Description EJ Category ThrErr2Cal 11 amp Category ThrErrCal 34 Category TiCalcuCal 4 Category TorqueCal 63 TorqueCal M_NominalMap 43 5 6 Data matrix for nominal Torque Engine spee Data matrix For nominal Torque Engine speed and airmass are used as support points The value in the matrix will be the engine output torque when inlet airmass Friction airmass is used together with actuel engine speed as pointers TorqueCal fi_IgnLimMap 16384 576 Data matrix For the ignition angle limit where Data matrix For the ignition angle limit where earlier spark will reduce the torque Resolutionis 0 1 degree TorqueCal x_AccPedalMap 17824 512 Data matrix For calculation of approx pedal p Data matrix for calculation of approx pedal positions for Out x_AccPedal Resolution is 0 1 TorqueCal m_AirTorqMap 18336 512 Data matrix For nominal airmass Engine spee Data matrix for nominal airmass Engine speed and torque are used as support points The value in the matrix friction airmass idle airmass will create the pointed torque at the pointed engine speed Resolution is 1 mg c TorqueCal M IgnInflTorqm 16960 288 Data matrix for the ignition influence on torqu
121. rge Limit To the left of the surge limit line on the flow map is the surge area where compressor operation can be unstable Typically surge occurs after the throttle plate is closed while the turbocharger is spinning rapidly and the by pass valve does not release the sudden increase in pressure due to the backed up air During surge the back pressure build up at the discharge opening of the compressor reduces the air flow If the air flow falls below a certain point the compressor wheel the impeller will loose its grip on the air Consequently the air in the compressor stops being propelled forward by the impeller and is simply spinning around with the wheel which is still being rotated by the exhaust gas passing through the turbine section When this happens the pressure build up at the discharge opening forces air back through the impeller causing a reversal of air flow through the compressor As the back pressure eventually decreases the impeller again begins to function properly and air flows out of the compressor in the correct direction This sudden air flow reversal in the compressor can occur several times and may be heard as a repetitive Whew Whew Whew noise if the surge is mild such as when the by pass valve is set a little too tight to a loud banging noise when surge is severe Surge should be prevented at all costs because it not only slows the turbocharger wheels so that they must be spooled back up again but because it can be very
122. row of ROW byte is cleared in this acknowledgement message Byte 0 Bytel Byte2 Byte3 Byte4 Byte5 Byte6 Byte7 40h Aih 3Fh ROW 00h 00h 00h 00h Example messages 240h 40 A1 02 01 OC 00 00 00 258h C1 BF 04 41 00 00 00 00 266h 40 A1 3F 81 00 00 00 00 258h 80 BF OC 17 58 00 00 00 266h 40 A1 3F 80 00 00 00 00 The first 266h response is with 81h in the ROW byte and the second with 80h 280h Pedals reverse gear Message is sent with an interval of 1 second and if a value changes The most significant bit of the first byte byte 0 is set if information has changed from the last message The GEAR byte is 02h if the reverse gear selected otherwise the byte is FFh When the brake pedal is pressed lightly only bit 1 of the PEDAL byte will be set Normal braking will set bits 1 3 and 4 The BRAKE CLUTCH bit will also be set if the clutch is pressed The ACTIVE bit in the CRUISE byte is set when cruise control has been activated The byte indicates that the engine is running or something like that needs closer inspection ID Byte 0 Byte 1 Byte 2 Byte 3 Byte 4 Byte 5 Byte Byte 7 6 280 STATE GEAR PEDAL CRUISE h Byte Bit 7 Bit 6 Bit 5 Bit 4 Bit 3 Bit Bit 1 Bi 2 t 0 STATE CHANGE D PEDAL KICKDOW BRAK BRAKE CLUTC BRAK N E H E CRUISE ACTIVE Example message 80 FF OA 00 00 CO 82 00 Information has changed from the last message reverse gear is not selected brake pedal
123. rs If you want to go beyond the standard stages I III there s more to alter than just the silly stuff like ECU exhaust and catalyst This chapter will describe what steps are needed for stages 1 up to 7 stage I The target amount of power for stage I is about 235 bhp for FPT versions T25 turbo and 260 bhp for Aero models TD04 15 turbo ECU Exhaust Intake Catalyst Injectors Fuel lines Turbo Exhaust manifold Intercooler Clutch Camshafts Fuel pump Wastegate Mapsensor Air delivery pipe Cylinder head Stage II 200 225 bhp 2 345 cc min T25 TD04 15 450 Nm 345 cc min T25 TD04 15 450 Nm The target amount of power for stage III is about 250 bhp for T25 models and 270 bhp for TD04 models ECU Exhaust Intake Catalyst Injectors Fuel lines Turbo Exhaust manifold Intercooler Clutch Camshafts Fuel pump Wastegate Mapsensor Air delivery pipe Cylinder head Dilemma 2010 200 225 bhp 2 345 cc min T25 TD04 15 450 Nm rev 1 06 345 cc min T25 TD04 15 450 Nm 103 Analyzing Trionic 7 with T7Suite Appendix V Upgrade stages 1 7 Stage IIT Stage III The target amount of power for stage ITI is about 270 bhp for T25 models and 280 bhp for TD 04 models ECU 200 225 bhp Exhaust Pd Intake Catalyst Injectors 345 cc min 345 cc min Fuel lines Turbo T25 TD04 15 T25 TD04 15 Exhaust manifold Intercooler Cl
124. s a heat exchanger That means there are two or more fluids or gases that don t physically touch each other but a transfer heat or energy takes place between them At wide open throttle and full boost the hot compressed air coming from a turbocharger is probably between 250 and 350 F depending on the particular turbo boost pressure outside air temperature etc We want to cool it down which reduces its volume so we can pack more air molecules into the cylinders and reduce the engine s likelihood of detonation How does an intercooler work Hot air from the turbo flows through tubes inside the intercooler The turbo air transfers heat to the tubes warming the tubes and cooling the turbo air Outside air or water in a watercooler intercooler passes over the tubes and between fins that are attached to the tubes Heat is transferred from the hot tubes and fins to the cool outside air This heats the outside air while cooling the tubes This is how the turbo air is cooled down Heat goes from the turbo air to the tubes to the outside air There are some useful equations which will help us understand the factors involved in transferring heat After we look at these equations and see what s important and what s not we can talk about what all this means Equation 1 The first equation describes the overall heat transfer that occurs Q U x A x DTlm Q is the amount of energy that is transferred U is called the heat transfer coefficient It is a
125. s min The GT28RS is frequently used in modified cars It can flow much more air than the TD04 and the T25 If we look at the compressor map for the GT28RS black lines we see that this turbo is capable of flowing 33 Ibs minute which is 477 cfm at pressure ratio 2 The maximum efficiency runs much higher than that Up to 1 4 bar boost pressure this turbo will run at 75 efficiency In terms of usage the GT28RS can run nicely up to 1 6 bar at an air flow rate of 37 Ibs min 535 cfm This is much more than the TD04 15G of course The GT28RS can bring up to 350 bhp Dilemma 2010 rev 1 06 100 Analyzing Trionic 7 with T7Suite Appendix IV Turbo compressor maps Garrett GT30R specifications Garrett GT30R specifications GI30R 76 2mm 56 trim 0 60 A R Ut P2c P1c f i Pressure Ratio Corrected Air Flow Ibs min The GT30R GT3071 is given for reference reasons only It can flow even more air than the GT28RS If we look at the compressor map we see that this turbo is capable of flowing 45 Ibs minute which is e 650 cfm at pressure ratio 2 The maximum efficiency runs up to 1 8 bar boost pressure In terms of usage the GT3OR can run nicely up to 1 8 bar at an air flow rate of 52 Ibs min 750 cfm Even within the maximum efficiency zone this turbo will flow 40 Ibs minute which is more than the GT28RS will flow even at maximum The GT30R can bring up to 500 bhp Dilemma 2010 rev 1 06 101 Analyzing Trionic 7 with T7S
126. s next in firing order O Dilemma 2010 rev 1 06 19 Analyzing Trionic 7 with T7Suite Maps Ignition Ignition cassette The ignition cassette is mounted on the valve cover on top of the spark plugs The ignition cassette houses four ignition coils transformers whose secondary coil is direct connected to the spark plugs The ignition cassette is electrically supplied with battery voltage from the main relay B and is grounded in an earth point When the main relay is activated the battery voltage is transformed to 400 V DC which is stored in a capacitor The 400 V voltage is connected to one of the poles of the primary coil in the four spark coils To the ignition cassette there are four triggering lines connected from the Trionic ECU pin 9 cyl 1 pin 10 cyl 2 pin 11 cyl 3 and pin 12 cyl 4 When the ECU is grounding pin 9 the primary coil for the first cylinder is grounded via the ignition cassettes B intake and 400 V is transformed up to a maximum of 40 kV in the secondary coil for cyl 1 The same procedure is used for controlling the ignition on the rest of the cylinders Idle control Symbol IgnIdlecal Tab original bin Axis lock made eir cd rj e jr c eIo HI e Gp m e on e tO C e Pi a o E a a 4 L EI i J ma c en aja original bin IgnIdlecal Ta gt Dilemma 2010 rev 1 06 20 Analyzing Trionic 7 with T7Suite Maps Jgnition
127. se a soldering iron PCB etc are things that you also need Component Amount Description 74HC7 4 J 4 Dual JK Flip Flop with Set and Reset 74HC132 1 Quad2input NAND Schmitt Trigger Capacitor 0 1 uF oZ o di Dilemma 2010 rev 1 06 89 Analyzing Trionic 7 with T7Suite Appendix III BDM technical information Pin out Smart is to get PCB type with normal LPT cable 10 pin female header for flat cable 1 Pin out Pinnumber Pin name Description Remark Data strobe from target MCU Not used 1 DS de in current interface circuitry Bus error input to target Allows gt BERR development system to force bus error when target MCU accesses invalid memory 3 VSS Ground reference from target Breakpoint input to target in normal mode development serial clock in i PEPA DECE BDM Must be held low on rising edge of reset to enable BDM 5 VSS Ground reference from target Freeze signal from target High level i PREAS indicates that target is in BDM Reset signal to from target Must be RESEN held low to force hardware reset Used to track instruction pipe in normal 8 IFETCH DSI mode Serial data input to target MCU in BDM 5V supply from target BDM interface circuit draws power from this supply 9 VCC l i and also monitors target powered not powered status Tracks instruction pipe in normal mode 10 IPIPE DSO Serial data output from target MCU in Dilemma 2010 BDM
128. se basically this information is also available from the OBD II interface The problem with the OBD II interface is that it s slow By using directly the I Bus or even better the P Bus you can achieve refresh rates 10 Hz 50 Hz The DATA byte below indicates what data is requested The COMMAND byte is O1h for requesting OBD II information With COMMAND byte as 1Ah you can request information from the Trionic software header The header comprises of ASCII and hexadecimal data about e g Vehicle Identification Number VIN Immobilizer code Software Saab part number Hardware Saab part number and Software version string Byte 0 Bytel Byte2 Byte 3 Byte 4 Byte5 Byte6 Byte7 40h Aih 02h COMMAND DATA 00h 00h 00h Here s a list of DATA values you can query that I know of with the COMMAND byte as Oth DATA Description How to handle reply value 00h Some generic request requires more research 04h Calculated load value unit is 05h Coolant temperature subtract 40 unit C OBh Manifold Air Pressure MAP unit hPa OCh Engine RPM divide by 4 unit 1 min OEh Engine timing advance OFh Intake air temperature subtract 40 unit 9C 10h Mass Air Flow MAF divide by 100 unit g s 14h O2 sensor 1 Bank 1 15h O2 sensor 2 Bank 1 When COMMAND is 1Ah here s what you can get with the DATA byte DATA Description 90h Vehicle Identification Number VIN 91h Hardware Saab part number 92h Immobilizer code 94h Software Saab part number 95
129. specification Sassari ansia 99 Garrett GT28RS GT2860R SpecificatiONS ococconococonococoncononenananenononencaroranorononenrarorararonanerencnrnrnrnnanens 100 Garrett GTS0R SPECICATION S ii a 101 A A a E E O deeeraias 102 Appendix Vs Upgrade stages 17 aa ds 103 Stage dani A AAA A 103 Stade er r E 103 stage NNI e M 104 one P P me m 104 ccs lA d PH 105 osa A eq a 105 Stade V MEETUPS 106 Appendix VI Check Engine Light CEL zurrian A aaa pe Eds FERRO EAR 107 Appendix VIT Knock and Misfire detection eese n nnn nnn 108 Tonizatioricurment DONE O Mii tesimpus a dev Ys Noa 1 CUR upu nen a LV E 108 lonizauorn curent SernsipOQs saian A Iu uaa ePi br Odds 109 Detector Gn 110 Iotuzation Curtent Terminology 22248025 licita Ro SP Dada 110 Spark Advance and Cylinder Pressure iir a RR FR ga 111 Peak Pressure CONCEDE xcu To AD REE VERA EX ESEREMRRRERUREEMRMTINS ar 112 ENGING CURING fOMEMICICNCY esri enact n 113 Appendix VIN Sensors and actuators tii A ano aa 114 COMET cas O O 114 E 114 ActHatorS srra a a A TIE 114 Appendix X How to connect the PD BDM programmer to a T5 T7 ECU sese 115 like gcc Dn 115 Appendix XVI Intercooler Calculation scs cra nea x ER E NY SEX V iR COR CR
130. st of all there are four different checksums They have been given names by Tomi FB checksum F2 checksum Misc checksum and Area 70000 checksum F2 and FB checksums The first two checksums FB and F2 can be found at the end of the binary This end area has been Called the file header footer would be more logical See also chapter Trionic 7 file header The F2 checksum is not present in all binaries so be aware of this Finding the two other checksums is more of a challenge Misc checksum The Misc checksum resides inline with the code It is usually found in the area of 0x02000 0x05000 The checksum address can be found by pattern searching the bin file using a set of hex values along with mask bits If a mask bit is not set the corresponding hex value does not have to match Here is the hex values and the masks Pattern 0x48 0xE7 0x00 0x3C 0x24 0x7C 0x00 0xF0 0x00 0x00 0x26 0x7C 0x00 0x00 0x00 0x00 0x28 0x7C 0x00 0xF0 0x00 0x00 0x2A 0x7C pu o 0 0 od do Eo 95005 0 1 1 1 1 oU 0 0 0 1 1 So we are searching the binary for a string of bytes beginning with 0x48 0xE7 0x00 0x3C Then we mask out the bytes that change from binary to binary When we ve located this pattern we know where to start Now we start primitively disassembling the code we search for byte patterns 0x48 0x6D 0x48 0x78 0x48 0x79 0x2A 0x7C and 0xB0 0xB9 The three first patterns reveal addresses and lengths of checksum areas There are 15 ch
131. still have to settle on an exhaust wheel and turbine A R The real determining factor in this selection is maintaining compressor wheel speed Remember the wheel RPM lines on the flow map Well a properly sized exhaust wheel housing combination will keep the compressor wheel operating within the maximum and minimum wheel speeds on the map as often as possible Since different hot side combinations can affect your turbos performance i e a little more lag in return for more top end or quicker spool up at the cost of overall power the best thing to do is to contact a turbo manufacturer or distributor www forcedperformance com www turbochargers com and they will be able to tell you the exact effects you can expect from all of the various hot side combos available for your turbo model O Dilemma 2010 rev 1 06 96 Analyzing Trionic 7 with T7Suite Appendix IV Turbo compressor maps Garrett T25 specifications Garrett T25 specifications Weight 7 5kg Compressor diameter 60mm Turbine diameter 65mm and 59mm Bearing span 37 8mm Moment of inertia 5 4x10 5 kg m2 Oil flow 1 7L min SAE30 90C 2 75bar Compressor wheel 54mm 55 trim A R 48 Turbine wheel 53 8mm 61 trim A R 49 AlliedSignal AUTOMOTIVE Turbochargers ee oe oe a ea a ae a ee ee tbe etre Pede Ed ende de dee erede Pede pecu e ucl qe O Ud idi 41l1311 1441 1351L1i123 134113 14311 011531 IEA ee oe eee dd ae cae cal ae eS a a er a al o on Eo d 3x3 E R3 MIE l Se N
132. t of the turbo When we do that we also drop the intercooler outlet temperature although not as much but every little bit helps This lower pressure drop is part of the benefit offered by new bigger front mount intercoolers by bigger up pipes and by bigger throttle bodies You can also make the turbo work less hard by improving the inlet side to it K amp N air filters these all reduce the pressure drop in the turbo inlet system which makes the compressor work less to produce the same boost which will reduce the turbo charge temperature Dilemma 2010 rev 1 06 121 Analyzing Trionic 7 with T7Suite Appendix XVII Acronyms Engine management specifics Appendix XVII Acronyms Engine management specifics Acronym Description Antilock Braking System Air Mass Meter Background Debug Mode Controller Area Network Car Area Network Crankshaft Position Sensor DI Direct Ignition Dashboard Integrated Control Electronics Engine Control Module Engine Control Unit Electronic Display Unit Fuel Pressure Regulator Full Pressure Turbo HOT High Output Turbo Intake Air Temperature Light Pressure Turbo Line Printer Terminal Mass Air Flow Manifold Absolute Pressure On Board Diagnostics Random Access Memory ROM Read Only Memor Revolutions Per Minute Synchronous Flash Interface Production test interface System Information Displa Throttle Position Sensor Theft Warning Integrated Central Electronics VSS Vehicle Security Syste
133. te 2 Byte 3 Byte 4 Byte 5 Byte 6 Byte 7 0 630h VALID FUELi FUELO AVGTANK1 AVGTANKO TANK1 TANKO Byte Bit 7 Bit 6 Bit Bit 4 Bit 3 Bit 2 Bit 1 Bit 0 5 VALID gt 2 TANKVALID TANKVALI D Example message 00 00 00 00 00 00 00 00 Example text here 640h Mileage Message is sent with an interval of 1 second Mileage is reported with an 24 bit integer value bytes MIL2 MILO The unit is 10 meters so in order to get the mileage in kilometers the value must be divided by a hundred Byte O Bytel Byte2 Byte3 Byte4 Byte5 Byte6 Byte7 MIL2 MIL1 MILO gt Example message 00 00 CA Al DC 00 00 00 Traveled mileage is 132 797 08 kilometers 6A1h Audio head unit The Audio head unit uses messages with ID 6A1h to communicate with the CD changer Byte 3 seems to be the command for the CD changer Value 13h is power up spin up value 12h play and 18h power down spin down Byte 0 Byte1 Byte2 Byte 3 Byte 4 Byte5 Byte6 Byte 7 21 00 00 COMMAND 01 A Example message Example description 6A2h CD changer The CD changer uses messages with ID 6A2h to communicate with the Audio head unit Byte O Bytel Byte2 Byte3 Byte4 Byte5 Byte6 Byte7 Example message Example description 720h RDS time Message is sent with an interval of 1 second The RDSON byte indicates if a RDS signal has been detected Information provided by Magnus Lirell Byte O Bytel Byte2 Byte3 Byte4 Byte5 Byt
134. te4 Byte 5 Byte 6 Byte 7 320h STATE DOOR BELT BULBS Byte Bit 7 Bit 6 Bit 5 Bit 4 Bit 3 Bit 2 Bit 1 Bit 0 STATE CHANGED DOOR LOCKED FL FR RL RR TRUNK BELT 2 22 BULBS Left park Example message 00 EO 00 00 00 CC 80 00 Information has not changed from the last message and both front doors are open 328h SID audio text A group of three messages are sent with an interval of 1 second and if a value changes Messages are sent with about 10 milliseconds apart The CHANGED bit in the ROW byte will be set if information changes The two bits ORDO and ORD1 in the ORDER byte are for sequence numbering A new message group starts with the NEW bit set and both ORDO and ORD1 bits On the second message the NEW and ORD1 bits are cleared and the third message has also the ORDO bit cleared So the ORDER byte will be 42 01 and 00 for the three sequential messages The ROW byte tells to which row of the SID the text will be displayed on The byte can have a value of 2 or 1 but in these audio text messages the row number is always 2 The TEXT4 TEXTO bytes are plain ASCII coded characters that will be displayed on the SID O Dilemma 2010 rev 1 06 59 Analyzing Trionic 7 with T7Suite Tuning the T7 SAAB I bus communication Note that the last message will contain only one normal character in the TEXT4 byte The TEXT3 byte should contain a integer value that will be shown as a small number to indicate
135. tion is 1 Interval is 10ms By the Torque Master selected lowest torque limit Mlow TorqueProt M LowLim request corrected with adaption value made at idle nErr obdNoOfFaults Number of errors stored Engine inlet air pressure UNIT kPa MAX 300 Pbef In p_AirBefThrottle MIN O TRANS V P 10 Resolution is 0 1 Interval is Every combustion Engine inlet air pressure UNIT kPa MAX 300 Pinl In p AirInlet MIN O TRANS V P 10 Resolution is 0 1 Interval is Every combustion Barometric air pressure UNIT kPa MAX 120 Pair In p AirAmbient MIN 50 TRANS V P 10 Resolution is O 1 Interval is 250 ms mReq m Request Requested airmass Airmass in milligram per combustion This airmass is the actual load value in the ECM Unfiltered uo MAF m_Airiniet Calculated from ActualIn Q AirInlet Resolution is 1 mg c Interval is every combustion Miss Missf nrOfCountedMisfire n e d d re tat nas NOL Deep Herd Calculate P part for regulator load diff P const P Pfac BoostProt PFac 100 Update every 10 msec Resolution is 0 1 Calculated I part for regulator load diff I const I Ifac BoostProt IFac I 1000 Update every 10 msec Resolution is 0 1 Duty cycle for boost pressure valve Resolution is PAN U PVV OPI NNN 0 1 Interval is every 20 ms Engine start time measured by measuring the time tSta ECMStat t_StartTime from that the battery volatage decreases 1 0V to the time engine speed reached 1000 rpm LIMP OBDAdap Thr
136. ts are cleared and the third message has also the ORDO bit cleared So the ORDER byte will be 42 01 and 00 for the three sequential messages The ROW byte tells to which row of the SID the text will be displayed on The byte can have a value of 2 or 1 but in these audio text messages the row number is always 2 The TEXT4 TEXTO bytes are plain ASCII coded characters that will be displayed on the SID Note that the last message will contain only one normal character in the TEXT4 byte The TEXT3 byte should contain a integer value that will be shown as a small number to indicate the selected radio station number The last TEXT2 TEXTO bytes are always zeros ID Byte 0 Byte 1 Byte 2 Byte3 Byte 4 Byte 5 Byte6 Byte7 338h ORDER ROW TEXT4 TEXT3 TEXT2 TEXT1 TEXTO Byte Bit 7 Bit6 Bit5 Bit 4 Bit 3 Bit2 Bit 1 Bit 0 ORDER NEW ORD1 ORDO ROW CHANGED ROW1 ROWO Example message group 42 96 02 55 31 204B49U1_ KI 01 96 02 53 53 20464DSS_FM 00 96 02 20 01 00 0000 1 The text U1 KISS FM will be displayed on the SID display and the radio station number is 1 358h Trionic to SID text control Message is sent with an interval of 1 second The normal value of byte STATUS is FFh When a 338h Trionic to SID text message group is sent the STATUS byte is changed to 04h and immediately after that to 05h for the duration of the messages After the 338h messages the status byte returns to FFh Byte UNKNOWN1 is 00h when STATUS is FFh
137. uite Appendix IV Turbo compressor maps Conclusion Conclusion Comparing the two compressor maps for TDO4 and T25 we can clearly see that the TD04 can flow more air at a higher pressure ratio and with a higher efficiency Given the fact that the turbine blades are larger than in the T25 spool up will be a bit slower but high end power will be much better Upgrading your turbo will affect more than meets the eye The VE map in the Trionic would probably need adjustments because the hardware in the airflow has been changed This means the volumetric efficiency also changes and thus the correction table needs changing too Also when boost values rise the intercoolers capacity for air flow comes into play You must make sure that the intercooler is not so restrictive that upgrading the turbo will result in a burst intercooler A high capacity cross flow intercooler would be a good option here And last but not least upgrading the turbo charger means that is the goal here more air flow to the cylinders and thus more oxygen to burn If we upgrade the turbo we need to consider the injectors too If the injectors can t flow the amount of fuel needed to burn the amount of oxygen pushed into the cylinders we would have gained nothing Dilemma 2010 rev 1 06 102 Analyzing Trionic 7 with T7Suite Appendix V Upgrade stages 1 7 Appendix V Upgrade stages 1 7 Stage I Originally from T5 equipped cars needs to be updated to T7 equipped ca
138. utch 450 Nm 450 Nm Camshafts zs EA Fuel pump x Wastegate Bes uz Mapsensor 2 5 bar 2 5 bar Air delivery pipe Cylinder head Ee Stage IV The target amount of power for stage IV is about 300 bhp From stage 4 there s no longer a difference between FPT and Aero models because the T25 turbo cannot reach a stage IV level and has to be replaced from this stage on ECU 200 225 bhp Exhaust d Intake Catalyst Injectors 345 cc min Fuel lines Turbo T25 TD04 15 Exhaust manifold E Intercooler ae Clutch 450 Nm Camshafts SES Fuel pump oon Wastegate ee Mapsensor 2 5 bar Air delivery pipe m Cylinder head Dilemma 2010 rev 1 06 104 Analyzing Trionic 7 with T7Suite Appendix V Upgrade stages 1 7 Stage V stage V The target amount of power for stage V is about 350 bhp ECU 200 225 bhp Exhaust 25 Intake Catalyst Eun Injectors 345 cc min Fuel lines ov Turbo T25 TD04 Exhaust manifold m Intercooler Clutch 450 Nm Camshafts E Fuel pump Wastegate es Mapsensor 2 5 bar Air delivery pipe __ Cylinder head Stage VI The target amount of power for stage VI is about 400 bhp ECU 200 225 bhp Exhaust ze Intake Catalyst Injectors 345 cc min Fuel lines Turbo T25 TDO4 Exhaust manifold 2 Intercooler MN Clutch 450 Nm Camshafts Fuel pump Wastegate x Mapsensor 2 5 bar Air delivery pipe m Cylinder h
139. ution is 1 mg c See text above FCutCal m AirInletLimit If the MAF m AirInletFuel is higher than this limit during m AirInletTime will the fuelcut be activated pressure guard O Dilemma 2010 rev 1 06 82 Analyzing Trionic 7 with T7Suite Appendix I Symbol list Web references IgnE85Cal fi_AbsMap if you want to change the ignition Ignition map for E85 fuel Resolution is 0 1 IgnNormCal Map if you want to change the ignition Normal ignition map Resolution is 0 1 MapChkCal CheckSum automatically updated in between every map change with T7suite MaxVehicCal v MaxSpeed max vehicle speed PedalMapCal m RequestMap Requested Airmass from the driver as a function of rpm and accelerator pedal position Resolution is 1 mgy c TorqueCal M ManGearLim Maximum engine torque limit for each gear in the manual gearbox Resolution is 1 Nm Manual gearbox engine torque limitation The maximum engine torque must be limited at low gear ratios for reasons of strength The control module calculates the engaged gear by comparing engine speed with vehicle speed If the gear ratio corresponds with gear 1 or R the control module reads bus information Reverse gear selected from DICE to distinguish between them Engine torque is limited to Gear 1 or R is limited to 230 Nm on engine alternative B205E B235E Engine torque is limited to 350 Nm in other gears On engine alternative B235E gear 5 is gradually limited if the e
140. value is added and the new value is sent to box 7 If the engine has not yet started starting fuel is selected The value is sent to box 8 The fuel quantity per combustion is the amount of petrol to be supplied to the engine The value is sent to box 9 Converts the value to the time during which the injector must be open and the new value is sent to box 10 Injection takes place twice per combustion until the camshaft position has been found Injection duration is divided by two The value is sent to box 11 Voltage dependant needle lift duration added battery correction 12 Fuel cut 42 Fuelcut 13 Activation of injector Adds the injector time delay which is voltage dependant The value is sent to box 12 The value is sent to box 13 unless fuel cut is active At a DETERMINED crank shaft angle the microprocessor will control the transistor for the injector that is next in the firing order The basic fuel quantity is calculated based on Airmass and Injector constant This injector constant is called InjCorrCal InjectorConstant Symbol InjCorral InjectorConst 3 3 00 Vig 519 bin 9 3 00 Yig 519 bin InjCor E Dilemma 2010 rev 1 06 14 Analyzing Trionic 7 with T7Suite Maps Fue If the engine is not warmed up yet an alternate fuel map is used called BFuelCal StartMap If the engine has reached operating temperature the normal map BfuelCal Map is used Symbol BFuelCal StartMap 9 3 00 Vig
141. w to calculate a checksum The FB checksum shares the same calculation method as Misc and Area 70000 checksums It s simply a sum of the bytes from the checksum area Four bytes are made into a 32 bit value and summed with the next 32 bit value This goes on until there are fewer than 4 bytes left The last 1 3 bytes are then individually summed together with the checksum Misc checksum The Misc checksum is a sum of the individual checksums calculated from 15 areas The used checksum calculation the same as with the FB checksum Area 70000 checksum Once you have found the length of the Area 70000 you can calculate the checksum by using the function described in section FB checksum The start address is 0x70000 Notice that your binary might not have this area present Dilemma 2010 rev 1 06 9 Analyzing Trionic 7 with T7Suite Firmware General Firmware i3 General Once you are done with dumping the flash contents and you want to do more than only alter variables and maps you can start analyzing the binary This is a difficult task because there are a lot of different firmware versions stock ones maybe different per MY and tuned ones that differ for every manufacturer and stage In every case the code can be disassembled using a 6833x disassembler like the one in IDAPro There are scripts available to automatically disassemble the code and make it more readable by replacing addresses by variable names that are extracted fr
142. which we will set at 20 C This is 68 Fahrenheit which is 460 68 528 Rankin Now we can calculate the airflow of the engine in Ib min for any given boost level If we want to draw a line into the compressor map for our engines needs we need to calculate the needed airflow for several boost levels Airflow boost 2 0L Ib min 2 0L cfm 2 3L Ib min 2 3L cfm pressure 0 2 bar 2 9 psi 3 7 53 1 4 2 61 0 4 bar 5 8 psi 7 3 106 1 8 4 122 0 6 bar 8 7 psi 11 159 2 12 6 183 0 8 bar 11 6 psi 14 7 212 2 16 9 244 1 0 bar 14 5 psi 18 3 265 3 21 1 305 1 2 bar 17 4 psi 22 318 3 25 3 366 1 4 bar 20 3 psi 25 7 371 4 29 5 427 1 6 bar 23 2 psi 29 3 424 4 33 8 488 Dilemma 2010 rev 1 06 95 Analyzing Trionic 7 with T7Suite Appendix IV Turbo compressor maps Selecting a different turbo charger This all results in 2 simple lines in the compressor map which indicate the maximum flow required from the turbo by our engine AlliedSignal AUT pre d ive 2 3L 2 0L Turbochargers op tee E DUCTU uz rcg a a o x c e L e im 2 3 2 Y Y a i oH eire oe ro CAMERA EECCA eer I e I I Corrected Air Flow Ibs min 0000 RPT S T025 55 TRIM 0 48 R LI I N Wf 1545 IQ D N e pt ode TESTNo IE114F 7 7 as 7 SRIAS 8 284 DATE 10 22 CELL No 18 tig ou ci UP 0 100 200 300 400 500 permission from AlliedS
143. ytes of messages 3 and 6 that s with ORDER bytes 03h and 06h are 20h not 00h like in the audio text message Example message group 45 96 01 32 2052454D2_REM 04 96 01 4F 5445 204BOTE_K 03 96 01 45 59 20 20 20 E Y 02 96 02 32 20 5452412 TRA 01 96 02 4E 53 504F4ENSPON 00 96 02 44 52 20 20 20 DR The texts 2 REMOTE KEY and 2 TRANSPONDR will be displayed on rows one and two of the SID display 337h SPA to SID text This message is identical to the previous 32Fh message The only difference is that this message is sent by the SPA Saab Park Assist Information provided by Magnus Lirell Example message group Dilemma 2010 rev 1 06 60 Analyzing Trionic 7 with T7Suite Tuning the T7 SAAB I bus communication 42 96 01 50 41 52 4B 2EPARK 01 96 01 48 4A 15 4C 5OH JALP 00 96 01 20 20 00 00 00 The text PARK HJALP will be displayed on row one of the SID display 348h SID audio text control Message is sent with an interval of 1 second The normal value i e don t display text of byte STATUS is FFh When a 328h SID audio text message group is sent the STATUS byte is changed to 04h and immediately after that to 05h for the duration of the messages After the 328h messages the status byte returns to FFh Notice that the control messages use a 20h increment relative to the actual text messages in their IDs Bytes 0 and 3 probably have something to do with priority which text is displayed if several texts should be displ

Trionic 7 - 4SAAB.COM - SAAB fan site

Contents

Download Pdf Manuals

Related Search

Related Contents