ECU DATA Logging
(For ECU tuning and diagnostics)
MU/F is not tied or licenced to any VIN, it can be used with as many cars as you like.
ModUnlock Flash (MU/F) supports data logging for P1, P2 and P3 platform cars.
It is not tied or licenced to any VIN, it can be used with as many cars as you like.
This is true direct ECM / ECU memory access , NOT generic SAE OBD2.
Generic OBD2 is much too slow to be useful for ECU tuning.
With MU/F you can log up to 60 parameters at rates of up to 10 samples per second, that’s upto 600 data points per second!
With our web based ECU parameter builder you can choose from thousands of ECU parameter specific to your Volvo’s ECU.
Of course not all of the thousands of ECU paramters are useful.
We have filtered out thousands of less useful parameters to leave what we think will be the most useful options.
We also have pre made some handy parameter definition files and Melaglog Viewer definitions availage to anyone over HERE
and you can access the paramater file builder HERE
MU/F is compatible with the XML format used by other software loggers and has a conversion feature to load XML files into the website.
ModUnlock Flash the hand held Volvo ECM flasher
(Me7, Me9, Denso, Coming sooon EDC15, EDC16, EDC17, VEA)
ECU TUNING
But really for ECU tuning we want to see things like fuel pressure, lambda, intake temperatures , manifold pressure, engine load, egt, knock all that good stuff.
In the below and table video you can see the website being used to select logging parameters for Tunning a P3 B6304t5 petrol engine car.
In the bellow table you can see the sort of data generated by the logger.
Which can then be viewed / visualised with any of the popular tunning suites such as Mega Log Viewer Or ECU X plot
3.0 T6 INTAKE MEGA SHOOT OUT!!
We review and compare some of the big names in Performance intakes.....so you don't have to!
SNABB, GruppeM, Elevate, OEM, OEM+, Ghetto
This is just a quick look at what we have been talking about for years t in regards to intakes and the impact on the ECU, and in particular how
the Elevates narrower than OEM diameter really confuses the ECU.
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Tested intakes :-
Snabb , Elevate, GruppeM, Oem with paper filter, OEM Drilled with High flow panel filter
The Test Vehicle: -
2015 3.0 Volvo V60 Polestar, Nick Knight Hybrid Turbo,
DO88 pipework, Decat downpipe, intercooler, Turbosmart ECRV, Mambatek actuator, DO88 Short intercooler.
, Tuned With Modunlock and Dynod at 451BHP crank.
I have limited the amount graphs so it doesn't become
overwhelming.
Test Environment: -
Same road, same cool down procedure between tests, Same
start point, same start Gear and speed of 3rd at 30mph.
Datalogged with ModUnlock Datalogger and Draggy .
Factory cold air feed in place. Supplied heat shields in place.
Hot Take :-
$100 ghetto intake performs as well as $1000 GruppeM in most cirumstances.
OEM airbox suffers the most heat soak on repeated pulls
loosing 0.5s whilst the "open" solutions loose around 0.2s on repeated pulls
Elevate slowest with least boost particularly when cold.
Ghetto makes most boost hot or cold.
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Now to the fun stuff
It’s clear to see, that the factory airbox with paper filter is not optimal for performance.
But of course it isn’t.
It is designed to deal with every temperature and weather condition the planet can throw at it with tens of thousands of miles between services.
But it does, for the most part perform on a par some of the more "free flowing" intakes
Elevate's narrower than OEM maf housing increases the velocity of the air causing a significant difference in MAF reading.
OEM at 5000rpm is 4.53v or 307.7 grams / second or 384BHP
Elevate at 5000rpm reads 4.67v or 340g/s or 425BHP
This "increase" of BHP is NOT occuring! it is infact the opposite!.
The high MAF reading leads to a ECU that believes it is making more power and hitting target load , when in reality it is not.
With turbo Duty, we see the problem more clearly.
The ECU believes it is making target load with less boost , so it cuts back on turbo duty.
You can see the corelation between unexpectedly high MAF and lower TCV.
Here we see also how the change in Maf, impacts the boost pressure, but its also worth pointing out, that at about 4750rpm all intakes are at 100% turbo duty, so the far right of this graph is about the best demonstration of flow you can get.
Oem is most restrictive
Ghetto flows the best
This is the part most people wont be expecting.
This is the hot runs data. The worst case data shown.
The OEM airbox performance suffers with heat soak more than almost anything else, loosing about half a second over repeated pulls.
I suppose, a sort of win for Elevate in having the most consistent performance between hot and cold....but overall ,
We would prefer not to go slower than the factory airbox when its cold!
Hot and Cold, the fuelling situation was mostly the same,
with Elevate causing over fuelling due to the amount of fuel desired not tying up with the amount of air actually in the cylinders.
Here we got together some of the worst possible intake temps to compare with cold intake temps to see the final outcome.
It would be silly to say that it almost doesn't matter what temperature goes in at the MAF, as long as you have a good intercooler, it will be close to ambient temperature by the time it comes out of the intercooler (off boost) and within a few degrees of each other by the time the charge temperature has risen on boost.
Of course, thermal mass of the intercooler is a thing, but once you're at a decent pace its mostly mitigated.
But the colder and denser the air going into the turbo, the easier it will be to make boost.
We are not making an argument for the benefits of hot air!
So whats the conclusion?
Smooth flow over the MAF with correct diameter housing is most
important
The ability to breath freely is also significant.
As we can see in the graphs, the Elevate shows significantly
higher maf values than all the others whilst often going the slowest.
We have always heard
anecdotally that "users" of the Elevate P3 T6 CAI immediately experience power loss and even check engine lights.
And, I can imagine other intakes might trigger this particularly
with factory software and other bolt-ons that can help it breath and generate unexpectedly
high MAF values.
Performance Tunes tend to be a bit more “relaxed”.
But what we can say, after having generated thousands of
hours of data over many years is that once a car is moving, even at 30mph
(50kmh) there is enough fresh air to mitigate 95% of heat thanks to the
intercooler. Of course, an upgraded intercooler is a big part of this. Volvos are poorly cooled at the best of times.
How representative of the real world is this….well, not very.
In the real world, we sit in slow moving traffic in hot countries
We go to the Nürburgring and drive flat out.
We go to track days with many low speed corners.
But we have unshakeable truths.
Cold air IS better
Free flow IS better
OEM matching MAF value IS better
So what should you do for best performance?
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GruppeM is probably the best all round performer in all conditions and makes good noises, but the price tag is significant.
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Best bang for your buck is a decent panel filter and drill your airbox.
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Ghetto intake is cheap , sounds good and is very responsive. Not recommended for track use.
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We would love to see other users take up the batton and start generating thier own comparison data.
Ghetto intake :-)
