ECU FILE FOR JAGUAR

Ryan123 · Monday at 22:40

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

Gemini · Monday at 22:40

Ryan123 said:
Do you have the latest 2024 ECU MED17.9.9 file for Jaguar?

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.

Ryan123 · Monday at 22:43

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.

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

Gemini · Monday at 22:43

Ryan123 said:
I have set the maximum manifold pressure to 3000, but the actual log is still 2550.

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.

Ryan123 · Monday at 22:50

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.

Gemini · Monday at 22:50

Ryan123 said:
4261

I can’t tell what “4261” refers to from that alone. Please post the actual screenshot/log details.

From your last message, I need (minimum) this to diagnose why “target 3000” only reaches “2550”:

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

Also, if you upload the log/CSV (or paste ~10–20 seconds around the peak boost), I’ll tell you whether it’s:

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

Right now I’m missing the actual parameter names and units from the log.

Ryan123 · Monday at 22:50

Ryan123 said:
View attachment 4261

Gemini · Monday at 22:51

Ryan123 said:
4262

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.

Ryan123 · Monday at 22:53

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.

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

Gemini · Monday at 22:53

Ryan123 said:
However, the pressure at the throttle has reached 1.8 bar, which is the turbocharger pressure.

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.

Ryan123 · Monday at 22:57

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.

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

Gemini · Monday at 22:57

Ryan123 said:
jaguar xe 2018 2.0t sw:10sw014563-046221,4263

I can’t reliably conclude what your “target 4262/4263 = 2550/3000” means without the exact parameter/channel names from your log, because on MED/TCU-style logs these “pressure” values are not always the same reference (absolute vs gauge) and sometimes one is the model/target while the other is the sensor/estimated.

To answer correctly for your Jaguar XE 2018 2.0T (SW: 10SW014563-046221) and your two IDs 4262 and 4263, please send:

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)

Quick rule (so you can check yourself meanwhile):
If “pressure at throttle” is 1.8 bar boost (gauge), then MAP absolute would be about:

Code:

kPa_abs ≈ (1.8 + 1.0) * 100 = 280 kPa

= 2800 mbar abs.

So if your “target” channel is truly set to “3000 mbar abs”, MAP should be able to reach ~280 kPa abs (= 2800 mbar), not be stuck at ~2550 mbar (=255 kPa abs), unless:

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.

Upload those channel name/unit screenshots and I’ll tell you exactly which one is gauge vs absolute and whether your 4262/4263 edits line up with the 1.8 bar you see.

Ryan123 · Monday at 22:58

Gemini said:
I can’t reliably conclude what your “target 4262/4263 = 2550/3000” means without the exact parameter/channel names from your log, because on MED/TCU-style logs these “pressure” values are not always the same reference (absolute vs gauge) and sometimes one is the model/target while the other is the sensor/estimated.

To answer correctly for your Jaguar XE 2018 2.0T (SW: 10SW014563-046221) and your two IDs 4262 and 4263, please send:

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)

Quick rule (so you can check yourself meanwhile):
If “pressure at throttle” is 1.8 bar boost (gauge), then MAP absolute would be about:

Code:

kPa_abs ≈ (1.8 + 1.0) * 100 = 280 kPa

= 2800 mbar abs.

So if your “target” channel is truly set to “3000 mbar abs”, MAP should be able to reach ~280 kPa abs (= 2800 mbar), not be stuck at ~2550 mbar (=255 kPa abs), unless:

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.

Upload those channel name/unit screenshots and I’ll tell you exactly which one is gauge vs absolute and whether your 4262/4263 edits line up with the 1.8 bar you see.

你说的对是节气门前2800

Gemini · Monday at 22:58

Ryan123 said:
你说的对是节气门前2800

好的，那就吻合了：节气门前 1.8 bar（增压/表压，gauge）换算后约为 2.8 bar（绝压，absolute）= 2800 mbarabs。

如果你之前看到“target”之类的数值只有 2550 mbar，那通常原因是：

“target 2550/3000”的单位/参考不同（可能是 不同压力点或表压 vs 绝压 混了）
你对比的通道不是同一个量：一个是节气门前 MAPabs，另一个可能是涡轮/管路压力、或 ECU 内部限制后的估算/滤波值
限流在起作用（例如扭矩请求/转速/温度/介质压力限制），导致实测 MAPabs 上不去

你现在只需要做两步就能完全定位：

把“target 2550”和“pressure at throttle(节气门前)”的“通道名 + 单位(写着 mbar / kPa / barabs 或 gauge)”发出来
再确认同一段日志里对应的工况：RPM、扭矩请求/实际扭矩、节气门开度、是否有 boost pressure/torque limiter 报警或故障码

把通道名截图给我，我就能告诉你 2550 那个通道到底是什么参考、为什么没到 2800。

Ryan123 · Monday at 23:03

Gemini said:
好的，那就吻合了：节气门前 1.8 bar（增压/表压，gauge）换算后约为 2.8 bar（绝压，absolute）= 2800 mbarabs。

如果你之前看到“target”之类的数值只有 2550 mbar，那通常原因是：

“target 2550/3000”的单位/参考不同（可能是 不同压力点或表压 vs 绝压 混了）

你对比的通道不是同一个量：一个是节气门前 MAPabs，另一个可能是涡轮/管路压力、或 ECU 内部限制后的估算/滤波值

限流在起作用（例如扭矩请求/转速/温度/介质压力限制），导致实测 MAPabs 上不去

你现在只需要做两步就能完全定位：

把“target 2550”和“pressure at throttle(节气门前)”的“通道名 + 单位(写着 mbar / kPa / barabs 或 gauge)”发出来

再确认同一段日志里对应的工况：RPM、扭矩请求/实际扭矩、节气门开度、是否有 boost pressure/torque limiter 报警或故障码

把通道名截图给我，我就能告诉你 2550 那个通道到底是什么参考、为什么没到 2800。

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

Gemini · Monday at 23:03

Ryan123 said:
4264
The requested load was set to 270, but the actual value was only 204.

从你这句日志看，问题不在“节气门前压力能不能到 2800”，而是 requested load（扭矩/负荷请求）被限了：你想要 270，但实际只有 204（相当于 ECU 有扭矩限制/加载补偿在压着）。

要判断为什么会限到 204，你需要把下面几项也截出来（同一时刻的通道）：

requested load 与 actual load 对应的“通道名 + 单位”
boost pressure / MAP (absolute)（至少节气门前 MAPabs 那个也要）
throttle requested / throttle actual（节气门开度请求/实际）
扭矩限制原因相关通道：例如 torque limiter / torque reduction / overboost protection / air mass / smoke limiter（名字按你软件里的实际通道）
是否有 DTC 或者“limp/功率限制”标志

另外先给你一个快速结论：如果实际负荷只有 204，那对应的增压目标通常也会被拉低，所以“target 2550/3000到不了”很可能就是连锁反应——先被扭矩限制压住，再导致节气门前压力达不到你手动设的目标。

把你第 4264 这条对应的那一屏截图（能看到通道名/单位和时间轴），再补上我上面列的 3~5 个关键通道，我就能直接告诉你是哪一种限制在起作用，以及你改目标该改到什么参考值才成立。

Ryan123 · Monday at 23:07

Gemini said:
从你这句日志看，问题不在“节气门前压力能不能到 2800”，而是 requested load（扭矩/负荷请求）被限了：你想要 270，但实际只有 204（相当于 ECU 有扭矩限制/加载补偿在压着）。

要判断为什么会限到 204，你需要把下面几项也截出来（同一时刻的通道）：

requested load 与 actual load 对应的“通道名 + 单位”

boost pressure / MAP (absolute)（至少节气门前 MAPabs 那个也要）

throttle requested / throttle actual（节气门开度请求/实际）

扭矩限制原因相关通道：例如 torque limiter / torque reduction / overboost protection / air mass / smoke limiter（名字按你软件里的实际通道）

是否有 DTC 或者“limp/功率限制”标志

另外先给你一个快速结论：如果实际负荷只有 204，那对应的增压目标通常也会被拉低，所以“target 2550/3000到不了”很可能就是连锁反应——先被扭矩限制压住，再导致节气门前压力达不到你手动设的目标。

把你第 4264 这条对应的那一屏截图（能看到通道名/单位和时间轴），再补上我上面列的 3~5 个关键通道，我就能直接告诉你是哪一种限制在起作用，以及你改目标该改到什么参考值才成立。

Ryan123 · Monday at 23:07

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

Gemini said:
从你这句日志看，问题不在“节气门前压力能不能到 2800”，而是 requested load（扭矩/负荷请求）被限了：你想要 270，但实际只有 204（相当于 ECU 有扭矩限制/加载补偿在压着）。

要判断为什么会限到 204，你需要把下面几项也截出来（同一时刻的通道）：

requested load 与 actual load 对应的“通道名 + 单位”

boost pressure / MAP (absolute)（至少节气门前 MAPabs 那个也要）

throttle requested / throttle actual（节气门开度请求/实际）

扭矩限制原因相关通道：例如 torque limiter / torque reduction / overboost protection / air mass / smoke limiter（名字按你软件里的实际通道）

是否有 DTC 或者“limp/功率限制”标志

另外先给你一个快速结论：如果实际负荷只有 204，那对应的增压目标通常也会被拉低，所以“target 2550/3000到不了”很可能就是连锁反应——先被扭矩限制压住，再导致节气门前压力达不到你手动设的目标。

把你第 4264 这条对应的那一屏截图（能看到通道名/单位和时间轴），再补上我上面列的 3~5 个关键通道，我就能直接告诉你是哪一种限制在起作用，以及你改目标该改到什么参考值才成立。

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

Gemini · Monday at 23:07

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 ...

可以的，你把文件发我就行。

为避免我看完没法定位，请你同时把下面信息一并发（或在文件里能查到也行）：

车型/发动机/年款 + 硬件平台（ECU/TCU 型号如果有）
你用的读取/调试软件名称（例如 WinOLS/ECUTune/ISTA/数据记录器等）
日志里“4264”这一条的完整上下文（同一时间段前后各几秒），最好包含通道名和单位
截图/导出的通道至少包括：requested load、actual load、节气门前压力(MAPabs/或 gauge)、boost/MAP、节气门请求/实际、以及任何 torque limiter/limp/derate 提示相关通道

把文件上传后我会直接帮你找：到底是哪条“扭矩/增压限制”把 requested load 从 270 限到 204，以及这会如何影响你的 pressure target。

Ryan123 · Monday at 23:10

Gemini said:
可以的，你把文件发我就行。

为避免我看完没法定位，请你同时把下面信息一并发（或在文件里能查到也行）：

车型/发动机/年款 + 硬件平台（ECU/TCU 型号如果有）

你用的读取/调试软件名称（例如 WinOLS/ECUTune/ISTA/数据记录器等）

日志里“4264”这一条的完整上下文（同一时间段前后各几秒），最好包含通道名和单位

截图/导出的通道至少包括：requested load、actual load、节气门前压力(MAPabs/或 gauge)、boost/MAP、节气门请求/实际、以及任何 torque limiter/limp/derate 提示相关通道

把文件上传后我会直接帮你找：到底是哪条“扭矩/增压限制”把 requested load 从 270 限到 204，以及这会如何影响你的 pressure target。

ECU FILE FOR JAGUAR

Ryan123

Gemini

Ryan123

Gemini

Ryan123

Gemini

Ryan123

Gemini

Ryan123

Gemini

Ryan123

Gemini

Ryan123

Gemini

Ryan123

Gemini

Ryan123

Ryan123

Gemini

Ryan123

Attachments

Similar threads