Summary of Software

ProECU software has been introduced to allow reprogramming of the factory ECU in order to tune the necessary components of the calibration in order to allow for modifications and increases in power.  This is not a standalone replacement ECU so you shouldn't run into the associated issues or disadvantages of setting up a purpose-built ECU and control system from scratch.

The software allows easy control over most factory parameters including:

• Boost Targets and wastegate control
• Target AFR
• Ignition Timing
• Fuel Delivery including fuel pump calibration (using the same style pump as OEM)
• Airflow Measurement and fuel compensation

Calibration Guide

Getting started

The ECU in the BMW F-Series like many other modern examples is almost entirely torque based, for basic power increases this makes the job of adjusting the maps very easy.

Basic calibration changes

A basic stage 1 (no hardware upgrades) calibration would start with the following changes:

• Increased base (max) torque request
• Increased transmission and wheel torque limits with enough headroom for demand
• Increased load limits to accommodate increased torque demand
• Increase maximum boost to accommodate increased load
• Manipulated driver request/pedal progression maps to customise power delivery

A more thorough stage 1 calibration may add the following:

• Increased torque monitoring limits to accommodate higher torque requests
• Custom calibrated fuel target for full load and part load
• Ignition base maps to maximise performance or safety on local fuel (depending on fuel quality)
• Cam timing maps custom tuned for best performance
• Corrections to exhaust flow maps to correct back pressure calculation for hi-flow catalyst
• Customised burble settings
• Customised cat warmup settings to suit hi-flow catalysts

Intermediate Calibration changes

As hardware changes get more comprehensive further changes are required, often as a result of increased airflow, cylinder fill and resulting calculated variables output from the various engine models implemented in the ECU. N55 models will typically get an upgrade to the high pressure fuel pump, as the stock unit typically only provides headroom for about 420hp at the crank. S55 models will typically see full exhaust 

Intermediate changes

• Refactored torque actual maps providing sufficient load (cylinder fill) headroom to allow sufficient load to deliver requested torque
• Refactored turbo modelling maps adding headroom for increased airflow, exhaust manifold back pressure
• Re calibrated compressor power base map to improve overall boost control
• RaceROM Custom Maps employed to give on-the-fly map switching for different fuels, different burble settings RPM dependant ttarget boost limits.

Intermediate changes specific to N55

• Upgraded high pressure fuel pump with matching calibrations for base flow, closed loop control and mass flow valve operation
• Calibrated fuel flow based load limits on applicable models (Typically M2)

Advanced Calibration changes

The higher end of modification will typically see turbo upgrades on both N55 and S55, flexfuel where ethanol is available, fuel pump and injector upgrades.

Advanced changes

• RaceROM CAN Sensor import for ethanol content
• Calibration for alternative injectors

Torque

We start with the Torque Desired Max:

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Then that gets scaled by driver demand in percent:

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Which gives us a driver demanded torque at the clutch:

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The ECU adds the external losses for say PS pump, and alternator load to give an "Engine Torque" but this will be at the current operating conditions, then the ECU converts that to "Indicated Torque" which will be the torque at reference ignition which is often MBT. We will almost certainly be running at less than MBT and in simplified terms if you target 800Nm at the clutch at 10deg below MBT, your equivalent torque if you were at MBT with everything else the same would be say 890Nm. There are usually maps to calibration for how much torque is lost for a given retard from MBT, and then that is weighted by a factor often known as ignition efficiency. We also need to add frictional torque in to this,

Our Friction losses map looks like this, negative numbers signifying the friction reduces the torque output

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The Ignition to torque percentage looks like this: with retard from MBT on the Y axis

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So to get from clutch torque to the torque number used in the Torque Actual maps, we have something like:

 (Clutch Torque + Ancillaries Losses + Frictional Losses) / ( Torque correction for  MBT Offset * Ignition Efficiency) = Reference Torque
eg (using guestimate numbers for friction and ignition efficiency)
(808 + 3 + 63) / 0.92 = 950Nm

In our case, that number gets fed into the Torque Actual map to generate a load figure. In our case we can see that by the time the corrections for friction and ignition are fed in, we are already on the bottom line of those torque actual maps. I can also see that based on your numbers, the car appears to be using Torque Actual 2.

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This is why with your large torque demand you're still running the max row of that Torque actual map, and why adding more torque demand isn't going to increase your boost. We can see the torque value fed into this map on the log with "Torque Desired for Desired Load" (there will be some minor corrections here and there but in general the numers will match within 2-3%)

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We can see the output of this torque actual map in terms of load on the log:

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So by now we can see why the Torque actual maps need headroom, especially in terms of load to be able to generate the demand for airflow and ultimately boost. But we're still dealing in the realm of load, or cylinder fill, and that needs to get converted to a pressure in order to drive the boost control. This is where things can get a bit sketchy, as the ECU is going to use it's VE model to calculated back to a required manifold pressure level, but it will also factor things in like the exhaust manifold back pressure (which includes the exhaust system pressure loss) and then the residual gas pressure ratio (basically how much fresh cylinder charge will be displaced by exhaust gas from the last cycle).
And we can see that even though the cylinder fill demand was pretty flat at 240%, the boost target was not, a low boost target is a reflection of the ECU calculating a higher VE.

In the log we can see the low boost demand below 4000rpm, or alternatively a high boost demand above 4000rpm.

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This is where the original model and calibration can be lacking, whether that's due to headroom in calculations or maps used in then, or a result of a non ideal learning for airflow, As a result the "Max Load Factor" can be important, as it can be used to limit the VE result that might be artificially high as a result of blowthrough where intake air is effectively lost to the exhaust in regions of high cam overlap.

Not putting very high values in this map can help I believe, and I have tend to go back to more of a stock looking map, which is something I would try to encourage the boost up in the low RPM zone.

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Similarly there is this map which is used to cap the calculated cylinder fill used when looking up an actual torque value, having very high values in this may mean that blowthrough again causes an issue but with a high torque actual value, which may cause the throttle to partial close on some calibrations as the ECU tries to keep the load on target.

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One nice option rather than changing the max target pressure ratio is to use a custom map to adjust your maximum target boost by RPM though it's a good idea to also adjust target torque and cylinder fill desired.

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It's worth remembering that Turbo Pressure Raito is compressor outlet pressure/compressor inlet pressure, and if you start to deal with altitude that may not give you the results you want to protect the engine, as it's mainly a tool for protecting the turbo. The custom map I've outlined will cap the absolute boost at all altitudes and allow you to run a PR ov over 2.6 to maintain the high boost at high altitude (if that's what you want).


We can see here that the base turbo compressor power is just too high, the adjust value after the PID loop that controls the turbo power requirement was already 5kw below the base number, and then the WG duty PID loop, which operates in addition to the turbo compressor power control, was pulling further duty out.

Camshaft Timing