Hello,

In a Jumpy HDI-110 of the year 2003 I have done some tests with the goal of increasing performance and decreasing consumption, I have physically modified the temperature sensors IAT and CTS. ECU is Bosch EDC15C,

The IAT sensor improves performance when set between 35 and 40ºC. This sensor does not imply the user to make manual changes according to the vehicle's condition, so for that one there is no need to modify the firmware.

The CTS sensor was also manually varied according to the engine condition, there is a large increase in power if the CTS indicates almost 80°C when the engine is actually around 60°C. Sure that it is due to the ECU decreasing the pilot injection.

In the maps it can be seen that the pilot injection varies drastically when the CTS is greater than 60ºC, so I should probably decrease the values ​​in the tables of "Pilot-SOI correction f (TWater)" and "Correction Pilot-IQ f ( TWater) ".

I have also experienced that the engine runs faster, then should reduce the tables "Driver Wish Economy" and "Driver Wish Sport", for example 25%.

Original firmware:


Modified firmware:


Mapping:


Correction Pilot I.Q.


Correction Pilot S.O.I.


When exporting the file WinOls shows the message "Not all checksums blocks / patches / sync-blocks could be corrected". However I think that the Checksum of the new binary file is correct, isn't it ?

This firmware modification is going to be my first one, all comments are welcome,

yes winols correct the cheksum in this type of ecu fine,dont worry about this message,i dont think its necessary to toich pilot injection for power purpouse

The fact is that when the ECU reads WaterTemp 80º instead of 60º then the power increases a lot, looking in the maps for the major change have found that pilot injection may be the cause, alledgelly.

Anyone knows about why this change of power is happenning ?

My idea is that pilot injection is done before that the piston reaches the high point and the fuel explodes immediately, creating a negative impulse. This point must be tested.
This modification is based on that this pair of maps are correctly found, and they are related one to the other, if we reduce one then must reduce proportionally the other.

P.D. Thanks for the advice on checksum,

i think,theres a map to iq x coolant temp correction,isnt it??

yes, these two maps are:

pilot I.Q. correction by water temp
pilot S.O.I. correction by water temp

It seems logical suppose that they are related, if we reduce the injected quantity we must also reduce the start of injection,

but pilot inyection is a very small quanty to reduce ir increase power,do you think so??
iq by coolant temp map

Maybe the pilot injection is an important factor, because the temperature below 80 degrees increases both Quantity and SOI.

These two graphs are included as images in my first message of this thread, and also described in the attached kmap file. I have suggested also a modification to decrease both.

$6629E B-INJ correct.fuel quant. for pilot inject.: dM_Epilot = f(T_water) zuwMEVWkKL 8x1

$6646E B-SOI factor correction VE = f(T_Water) zuwABVWkKL 8x1

May I be sure that these two maps are correctly found ?