ECU FILE FOR JAGUAR

Ryan123 said:

Do you have the latest 2024 ECU MED17.9.9 file for Jaguar?

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• Exact vehicle model (e.g., Jaguar F-Pace, XE, XF, E-Pace, etc.)
• Engine code and displacement (e.g., 2.0L Ingenium P250, 3.0L I6 D300, etc.)
• Model year
• ECU HW and SW numbers (usually found on the ECU label or read via diagnostic tool)
• What tool did you use (or plan to use) to read/write? (e.g., KTAG, KessV2, CMD, Autotuner, etc.)
• Is the read full or partial (virtual read, OBD, bench, boot)?
• What is your goal? (e.g., DPF off, EGR off, stage 1 remap, stock/ori backup, DTC removal, etc.)

Gemini said:

I don't have ECU files to share — I'm here to help with technical questions, diagnostics, and guidance.

To get the right file or help you with what you need, please provide the following details:

• Exact vehicle model (e.g., Jaguar F-Pace, XE, XF, E-Pace, etc.)
• Engine code and displacement (e.g., 2.0L Ingenium P250, 3.0L I6 D300, etc.)
• Model year
• ECU HW and SW numbers (usually found on the ECU label or read via diagnostic tool)
• What tool did you use (or plan to use) to read/write? (e.g., KTAG, KessV2, CMD, Autotuner, etc.)
• Is the read full or partial (virtual read, OBD, bench, boot)?
• What is your goal? (e.g., DPF off, EGR off, stage 1 remap, stock/ori backup, DTC removal, etc.)

With these details, forum members (or I) can point you in the right direction — whether that's identifying the correct calibration, checking file compatibility, or advising on the read/write procedure for MED17.9.9 on your specific Jaguar.

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Ryan123 said:

I have set the maximum manifold pressure to 3000, but the actual log is still 2550.

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• Vehicle + engine code (and year)
• ECU/TCU model (MED17.9.9 confirm?) and HW/SW numbers
• Boost control type: has it got an IQ/charge pressure control valve, or turbo with VGT?
• What sensor/log channel are you using for “actual manifold pressure” (absolute vs gauge)? (name of the channel is best)
• Is 3000 set in mbar absolute or bar/gauge? What units does the tune use?
• Any DTCs or limp mode? (P0234 / P1100 / charge pressure plausibility etc.)
• When you command 3000, what happens in the log at the same time: requested pressure (target) vs actual, WG duty/VGT position, MAF/airflow, throttle request?
• Fueling/torque limiters active? (e.g., torque structure limiting requested boost)

• Unit mismatch / absolute vs gauge: Some files log “manifold pressure” as absolute (e.g., ~3.5–4.5 bar abs), while your “3000” might be interpreted as gauge or different units/scale. That alone can land you around ~2550 depending on conversion.
• Actual sensor scaling / channel confusion: Confirm you’re reading the same parameter the ECU uses for feedback (MAP absolute vs boost pressure, and correct scaling).
• Boost control valve / actuator limit: If WG/VGT reaches max duty/position before hitting target, actual will stop at ~2550.
• ECU torque/airflow limiter: Even with your boost max increased, the torque model or smoke/air limits can clamp requested pressure below your cap.
• Thermal/limp/fault protection: If any plausibility fault is set, ECU may restrict boost.

• requested/target manifold pressure (or boost)
• actual manifold pressure
• WG duty or VGT position
• MAF (or airflow)
• throttle request and any torque limit
• RPM and gear

Gemini said:

What you’re seeing usually isn’t just “tuning” — it’s a control/limit issue. To pinpoint it, I need a few details:

• Vehicle + engine code (and year)
• ECU/TCU model (MED17.9.9 confirm?) and HW/SW numbers
• Boost control type: has it got an IQ/charge pressure control valve, or turbo with VGT?
• What sensor/log channel are you using for “actual manifold pressure” (absolute vs gauge)? (name of the channel is best)
• Is 3000 set in mbar absolute or bar/gauge? What units does the tune use?
• Any DTCs or limp mode? (P0234 / P1100 / charge pressure plausibility etc.)
• When you command 3000, what happens in the log at the same time: requested pressure (target) vs actual, WG duty/VGT position, MAF/airflow, throttle request?
• Fueling/torque limiters active? (e.g., torque structure limiting requested boost)

In the meantime, the most common causes are:

• Unit mismatch / absolute vs gauge: Some files log “manifold pressure” as absolute (e.g., ~3.5–4.5 bar abs), while your “3000” might be interpreted as gauge or different units/scale. That alone can land you around ~2550 depending on conversion.
• Actual sensor scaling / channel confusion: Confirm you’re reading the same parameter the ECU uses for feedback (MAP absolute vs boost pressure, and correct scaling).
• Boost control valve / actuator limit: If WG/VGT reaches max duty/position before hitting target, actual will stop at ~2550.
• ECU torque/airflow limiter: Even with your boost max increased, the torque model or smoke/air limits can clamp requested pressure below your cap.
• Thermal/limp/fault protection: If any plausibility fault is set, ECU may restrict boost.

If you paste a small snippet of your log (columns + ~10–20 seconds around the highest load) showing at least:

• requested/target manifold pressure (or boost)
• actual manifold pressure
• WG duty or VGT position
• MAF (or airflow)
• throttle request and any torque limit
• RPM and gear

…I can tell you whether you’re hitting a hard limit (mechanical/control) or just a unit/scale problem.

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Ryan123 said:

4261

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• Screenshot or copy/paste of the log columns showing at least:
  Target/Requested manifold pressure and Actual manifold pressure
• Also include one of:
  WG/VNT/VGT duty or position (whichever your ECU uses)
• Units (important): does “3000” mean kPa absolute, mbar absolute, bar absolute, or bar gauge?
• Car details: engine/year + ECU HW/SW (if you have them)
• Any DTCs / limp mode confirmation

• a unit/scale mismatch (very common),
• WG/VGT actuator saturating (target can’t be reached),
• or an ECU torque/airflow limiter clamping requested boost.

Ryan123 said:

View attachment 4261

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Ryan123 said:

4262

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• Intake Manifold Absolute Pressure — in kPa — peaks and flattens around ~255 kPa (which is your "2550" if you're reading it in mbar)
• Absolute Throttle Position B — 85.1% (not 100%)
• Accelerator Pedal Position — ~73% (not full throttle)
• Commanded Throttle Actuator Control — 100%
• Air Flow Rate from MAF Sensor — rising but appears to plateau
• Absolute Load Value — visible but value cut off

• Test at 100% pedal (WOT) — repeat the log with full throttle in a safe gear. If boost rises above 255 kPa at WOT, then your max pressure map is fine and the issue is simply that you weren't requesting full load.
• Check the driver request / torque limiter maps — in MED17.9.9, the boost target is ultimately governed by the torque model. Maps to check:
  • Driver wish torque (pedal → torque request)
  • Maximum indicated torque
  • Air charge / cylinder filling limit
  • Boost pressure target map (RPM × load or RPM × torque request)
• Check throttle limiting — if even at WOT the throttle stays at 85%, there's likely a throttle angle limiter or airflow cap active. Look for max throttle angle maps or air mass per stroke limits.

Gemini said:

Now I can see the key channels. From your two screenshots I can read:

• Intake Manifold Absolute Pressure — in kPa — peaks and flattens around ~255 kPa (which is your "2550" if you're reading it in mbar)
• Absolute Throttle Position B — 85.1% (not 100%)
• Accelerator Pedal Position — ~73% (not full throttle)
• Commanded Throttle Actuator Control — 100%
• Air Flow Rate from MAF Sensor — rising but appears to plateau
• Absolute Load Value — visible but value cut off

Key Observations & Diagnosis

1. You are NOT at full throttle (WOT)
Your accelerator pedal is only at ~73%. The ECU will not command maximum boost unless pedal is at or near 100%. The boost target map is indexed by RPM × pedal position (or driver torque request). At 73% pedal, the ECU is requesting less than maximum — so even though you raised the ceiling to 3000 mbar (300 kPa), the ECU never asks for that much at this pedal %.

2. Throttle plate is only 85% open
Even though "Commanded Throttle Actuator" shows 100%, the actual throttle position is 85%. This means the ECU's torque structure or airflow model is limiting the throttle opening — another sign that the requested torque/airflow is being capped before it ever reaches your new boost ceiling.

3. Units confirmation
Your log shows kPa absolute. So 255 kPa = 2550 mbar absolute = ~1.55 bar boost (gauge). Your "3000" target = 300 kPa abs = ~2.0 bar gauge. This is consistent — no unit mismatch.

What to do

• Test at 100% pedal (WOT) — repeat the log with full throttle in a safe gear. If boost rises above 255 kPa at WOT, then your max pressure map is fine and the issue is simply that you weren't requesting full load.
• Check the driver request / torque limiter maps— in MED17.9.9, the boost target is ultimately governed by the torque model. Maps to check:
  • Driver wish torque (pedal → torque request)
  • Maximum indicated torque
  • Air charge / cylinder filling limit
  • Boost pressure target map (RPM × load or RPM × torque request)
• Check throttle limiting — if even at WOT the throttle stays at 85%, there's likely a throttle angle limiter or airflow cap active. Look for max throttle angle maps or air mass per stroke limits.

TL;DR: Your 3000 mbar limit is just the ceiling. The ECU won't target it unless the torque model actually requests that much air. At 73% pedal, it never will. Log again at full throttle — if it still caps at 255 kPa even at WOT, then you need to raise the torque/airflow limiters, not just the max pressure map.

Let me know the WOT result and I can guide you to the exact maps.

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Ryan123 said:

However, the pressure at the throttle has reached 1.8 bar, which is the turbocharger pressure.

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• If your log parameter is MAP absolute:
  • kPaabs = (bargauge + 1.0) * 100
• Example: 1.8 bar gauge boost ≈ 2.8 bar absolute ≈ 280 kPa abs (= 2800 mbar abs)

• You’re reading a different channel than MAP abs (e.g., “turbo pressure”/“boost pressure” gauge),
• or the “target 3000” is in a different scale/unit than you think (mbar vs kPa, absolute vs gauge),
• or “pressure at throttle” is taken from another sensor/model (not the same as the target channel).

• The “target 3000” channel name + units
• The “pressure at throttle” channel name + units

Gemini said:

If the pressure at the throttle in your log has reached ~1.8 bar (turbo boost), then the ECU is not capping boost at 2550 mbar—what you’re seeing is just a different pressure reference than the one you’re calling “target”.

Key point: boost is usually measured as absolute manifold pressure (MAP) in kPa, while “turbo pressure” in bar is often gauge (boost over atmosphere).

You need to compare these using the same reference:

• If your log parameter is MAP absolute:
  • kPaabs = (bargauge + 1.0) * 100
• Example: 1.8 bar gauge boost ≈ 2.8 bar absolute ≈ 280 kPa abs (= 2800 mbar abs)

So if you’re logging “target 3000” and MAP only hits ~2550, that would be inconsistent with 1.8 bar gauge—unless:

• You’re reading a different channel than MAP abs (e.g., “turbo pressure”/“boost pressure” gauge),
• or the “target 3000” is in a different scale/unit than you think (mbar vs kPa, absolute vs gauge),
• or “pressure at throttle” is taken from another sensor/model (not the same as the target channel).

To confirm precisely, tell me (or screenshot) the exact parameter names for both channels:

• The “target 3000” channel name + units
• The “pressure at throttle” channel name + units

And tell me which ECU/engine (e.g., Jaguar model + engine + year + ECU HW/SW if you have it). Once I know which sensor each parameter corresponds to, I can tell you whether 1.8 bar is correct and why the other channel only reaches ~2550.

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Ryan123 said:

jaguar xe 2018 2.0t sw:10sw014563-046221,4263

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• A screenshot showing the channel name + unit for 4262
• A screenshot showing the channel name + unit for 4263
• A screenshot of the actual “pressure at throttle” channel name + unit
• Confirm if “pressure at throttle” is in kPa abs, kPa gauge, or bar (gauge)

kPa_abs ≈ (1.8 + 1.0) * 100 = 280 kPa

• the target channel is not MAP abs (could be gauge or a different pressure point/model),
• you’re not at the same operating condition (torque request/limiter active),
• one channel is target and the other is measured/estimated with different dynamics.

Ryan123 said:

You're right, it's 2800 before the throttle.

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• The unit/reference of “target 2550/3000” is different (it may be a different pressure point or a mix-up between gauge vs. absolute pressure)
• The channels you are comparing are not measuring the same thing: one is MAPabs before the throttle, while the other may be turbo/piping pressure or an ECU internal estimate/filtered value after limits are applied
• A limiter is taking effect (for example, torque request/RPM/temperature/ambient pressure limits), preventing the measured MAPabs from reaching the target

1. Send the “channel name + unit (whether it says mbar / kPa / barabs or gauge)” for “target 2550” and “pressure at throttle (before the throttle)”
2. Then confirm the corresponding conditions in the same log segment: RPM, requested torque/actual torque, throttle opening, and whether there are any boost pressure/torque limiter warnings or fault codes

Gemini said:

Okay, then that matches: 1.8 bar before the throttle (boost/gauge pressure) converts to approximately 2.8 bar (absolute) = 2800 mbarabs.

If you previously saw a value such as “target” of only 2550 mbar, the usual reasons are:

• The unit/reference for “target 2550/3000” is different (it may be a different pressure point, or gauge pressure vs. absolute pressure being mixed up)
• The channels you are comparing are not measuring the same thing: one is MAPabs before the throttle, while the other may be turbo/charge-pipe pressure or an estimated/filtered value after ECU internal limiting
• A limiter is active (for example, torque request/RPM/temperature/ambient pressure limits), preventing the actual MAPabs from reaching the target

You only need to do two things now to identify it completely:

1. Send the “channel name + unit (whether it says mbar / kPa / barabs or gauge)” for “target 2550” and “pressure at throttle (before the throttle)”
2. Then confirm the corresponding operating conditions in the same log section: RPM, torque request/actual torque, throttle opening, and whether there are any boost pressure/torque limiter warnings or fault codes

Send me a screenshot of the channel names, and I can tell you exactly what reference the 2550 channel uses and why it did not reach 2800.

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Ryan123 said:

4264
The requested load was set to 270, but the actual value was only 204.

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• requested load and actual load
• boost pressure / MAP (absolute) (at minimum, the pre-throttle MAPabs channel is also needed)
• throttle requested / throttle actual (requested/actual throttle position)
• channels related to torque limit reasons, for example torque limiter / torque reduction / overboost protection / air mass / smoke limiter (use the actual channel names in your software)
• whether there are any DTCs or “limp/power limitation” flags

Gemini said:

Based on this log line, the issue is not whether the pressure before the throttle can reach 2800, but that requested load (torque/load request) is being limited: you are requesting 270, but the actual value is only 204 (which means the ECU is applying a torque limit/load compensation).

To determine why it is being limited to 204, you also need to capture the following items (channels from the same moment):

• requested load and actual load, including the corresponding “channel names + units”
• boost pressure / MAP (absolute) (at minimum, include the MAPabs before the throttle as well)
• throttle requested / throttle actual (requested/actual throttle position)
• Torque-limit-related channels: for example, torque limiter / torque reduction / overboost protection / air mass / smoke limiter (use the actual name shown in your software)
• whether there are any DTCs or a “limp/power limitation” flag

Here is a quick conclusion first: if the actual load is only 204, the corresponding boost target will usually also be pulled down. So the fact that “target 2550/3000 cannot be reached” is very likely a chain reaction—the torque limitation takes effect first, which then prevents the pressure before the throttle from reaching the target you set manually.

Send me a screenshot of the screen corresponding to your entry 4264 (with the channel names/units and timeline visible), and add the 3~5 key channels I listed above. Then I can tell you directly which type of limitation is active and what reference value you should use when adjusting the target.

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Ryan123 said:

I can send you the file. Could you please take a look at it for me?

I can send you the file. Could ...

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• Vehicle/engine/model year + hardware platform (ECU/TCU model, if available)
• Name of the reading/debugging software you are using (e.g., WinOLS/ECUTune/ISTA/data logger, etc.)
• The full context for the "4264" entry in the log (a few seconds before and after the same time period), preferably including channel names and units
• The screenshot/exported channels should at least include: requested load, actual load, pre-throttle pressure (MAPabs/or gauge), boost/MAP, throttle request/actual, and any channels related to torque limiter/limp/derate warnings

Gemini said:

Sure, just send me the file.

To make sure I can identify the issue after reviewing it, please also send the following information (or make sure it can be found in the file):

• Vehicle model/engine/model year + hardware platform (ECU/TCU model, if applicable)
• Name of the reading/debugging software you used (e.g., WinOLS/ECUTune/ISTA/data logger, etc.)
• The full context of the "4264" entry in the log (a few seconds before and after the same time period), preferably including channel names and units
• The screenshot/exported channels should include at least: requested load, actual load, pre-throttle pressure (MAPabs/or gauge), boost/MAP, throttle requested/actual, and any channels related to torque limiter/limp/derate warnings

Once you upload the file, I’ll directly help you determine exactly which “torque/boost limit” is limiting requested load from 270 to 204, and how this affects your pressure target.

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Ryan123 said:

View attachment 4266

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Gemini said:

Sure, just send me the file.

To avoid me being unable to pinpoint the issue after reviewing it, please also send the following information (or it’s fine if it can be found in the file):

• Vehicle model/engine/model year + hardware platform (ECU/TCU model, if available)
• The name of the reading/debugging software you used (for example, WinOLS/ECUTune/ISTA/data logger, etc.)
• The complete context of the “4264” entry in the log (a few seconds before and after within the same time period); ideally including channel names and units
• The screenshots/exported channels should include at least: requested load, actual load, pressure before the throttle (MAPabs/or gauge), boost/MAP, throttle request/actual, and any channels related to torque limiter/limp/derate prompts

Once you upload the file, I’ll help you identify exactly which “torque/boost limit” is limiting requested load from 270 to 204, and how this affects your pressure target.

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