Awesome.

I'll be the first customer for a N/A reflash.

 

I was able to trace the connection process but I am not able to complete the ECU update using the HDS software right now. I have some debugging help coming from Tactrix to help us out. I was able to use the HDS software to provide information on the currently available calibration files and I have updated the thread above. This also has all information for any HONDA using the J2534 (CAN) interface.

 

Just a quick update. With some beta drivers from Colby we were able to get PCMSCAN to work and I can now datalog with the OP2.0. These drivers also enabled the Honda HDS software to communicate with the OP2.0 cable. We were able to spoof the ECU into thinking the software on the ECU was not current and initiated a reflash of the most current version. Unfortunately I have an older revision OP2.0 cable and I am waiting on a newer revision to allow the proper voltage to be passed through the cable to finalize a test flash and move further.

 

You make it sound so simple. Lol.

 

Wow sounds like your really getting close!

 

I'm just putting it into simple english. It's fairly complex but I am getting the majority of my help from Colby @ Tactrix. I just got ScanXL working properly too so I'm going to take some datalogs before I start adding parts and messing around with the ECU.

 

New Update! I received the proper cable from Tactrix today and was able to successfully reflash the ECU with the A030 rom (after we tricked it to believe it was a A020). The results are under analysis now but this is a HUGE step forward!

I also finished installing my LC-1 and will be gathering data about the stock tune shortly, then followed up with the K&N CAI data.

 

Awesome. It looks like there may be a reflash on the horizon.

Now about that checksum and encryption....

 

Best case is we can get a kernel built to allow reading/flashing without the HDS software. As for decrypting the rom that comes from the ECU that will take some time.

 

Adding a little info I gathered today from 2nd and 3rd gear. This is Ignition Timing + Stock Front o2 + LC-1 Wideband vs RPM. The lower of the two curves is the LC-1, this shows how far off the stock sensor is for tuning. The LC-1 is installed right after the flex joint in the mid-pipe, directly under the first cat.

87oct - 98F Ambient - 550ft ASL- Stock 2009 Fit Sport MT

2nd gear


3rd gear

 

tagged for interest

you could try contacting "christian" @ cobb tuning, he purchased a 08 man fit sport ecu from me awhile back to "check it out" if you know what i mean, he knows the honda stuff like the back of his hand, and about 6 weeks ago he said if there was enough interest he'd help us "fit freaks" with a reflash

oh also this was in person, i live 15min from cobb and do some of the graghics on thier cars

 

im interested!

 

Is it just me, or does that seem really rich, even for a 10% ethanol blend?

 

I've spoken with Christian a few times on various occasions. Though I support customers of mine who use the APv2, I do not prefer it as my #1 tuning resource. I'm a very big backer of the Open Source community and plan on making this available to a widespread population who have a learning interest in how the stock ECU works.

If the chip in the ECU is similar amongst all current 06+ Honda's we could be opening the door for the FIT, Civic, Accord, CR-V, Pilot, Element, S2000 and more.

awtpickles - No ethanol blend in our TX gas in my area fortunately. And yes, it's quite rich considering there may be a .10 to .20 point lean difference from reading it directly after the first CAT.

 

I have a feeling that the fit could benefit from some leaning out. I datalogged some of my autocross runs (although I still can't get the data off the iPhone, but it's good to review) and it seemed like it was running about a point richer than I would have liked.

Then again, when I tune engines, I don't factor in a "factory margin of error".

 

Yeah even for 87oct it's a bit rich. I'm very limited in what I can actually log with the software so it's hard to see if it's even knocking. Judging by the ignition curve around 5000 rpm I'd say it's getting some noise. Once I drain this tank out I may fill up with 93oct just to see if the top end holds higher timing.

With some control over the fuel maps I should be able to pick up at least 3-5hp on fuel tuning alone. We'll see how the fuel looks after the CAI install next week as well.

My main goal is not really to make more power but to have more control over the tune. I would eventually like to run E85 and be able to adjust for larger injectors. At that point maybe someone will release a decent SC/Turbo kit for our GE8's.

 

I've found (although I have no data) that the torque curve seems to be a bit smoother if I run higher octane fuel.

 

These graphs are new information for me. I understand that the top (red) line is showing spark advance increasing with RPM, hitting max at 4000 rpm. Can you explain, in more basic language, what the blue and green lines represent? What is a TC-1?

 

Blue is the stock front o2 sensor. Orange/Green is the Innovate Wideband LC-1 sensor.

 

So the TC-1 replaces the stock O2 sensor during dyno tuning? What are the lower lines in the graph measuring? Oxygen or CO2 levels in the exhaust? What do you look for; i.e., what is the desired state of the O2 sensor graph?