- When it comes to tuning options for late model cars, undoubtedly reflashing has
become the go to option.
This is a method where the factory data out of the ECU is downloaded, then is displayed
in a way that we can manipulate it graphically and then finally once the changes are made,
it can be reflashed back into the factory ECU.
So this simplifies our tuning greatly but in particular, we get a lot of questions about
how this technology can be applied in the European market and there seems to be
a lot of confusion around reflashing when applied to the vast array of European cars.
We're here with Aurelien from bFlash to find out a little bit more about this
technology so first of all, the confusion I think we get is that when it comes to
European cars, there's a lot of people who really aren't actually making tuning changes,
instead what they've got is what's referred to as a slave flashing kit and they're just
buying off the shelf maps to suit the car and flashing that in.
So that's not really how we generally try and operate, we want to make specific changes
to suit but this does get a little bit difficult.
Can you tell us for a start, why we see more difficulties with reflashing
European ECUs than JDM or perhaps US domestic market models?
- So most European vehicles have Bosch ECUs and Siemens ECUs.
They used to be highly protected so you really need some technical solution that
lets you bypass some factory securities to get around that and be able to load
your run data in there.
So that's the main reason why it's quite hard to flash.
- So to start with, the reading and the flashing is just more difficult because of the
security aspect?
- Yes.
- Now we also see with European ECUs in particular, the Bosch and Siemens that
you've mentioned, it's quite common, instead of reflashing via the OBD2 port
to actually either bench flash or to even pull the ECU apart and access directly onto
the board.
So why are those methods necessary and why would you need to choose one over the other?
- So the most common one is the OBD programming, directly through the OBD port.
But in some cases you will need to do bench flash or boot flash as you mentioned,
where you need to open the ECU and directly connect to it.
The reason you will need that is mostly to disable the security that prevents you
from flashing the ECU through OBD.
The other reason is it's a lot faster to flash directly via bench rather than OBD.
- So can you give us some example of the timeframes, I'm used to working with
reflash packages that might take less than a minute to flash changes,
what are we looking at with these Bosch and Siemens ECUs and how much does bench
flashing or boot flashing speed up that process?
- So usually when you flash an OBD it will take something around 15 minutes,
that's only for the first flash when you do the unlock sequence.
Then if you want to do only the calibration flash, it's usually 45 seconds to one minute.
It's a lot faster.
Boot flashing and bench flashing are usually one minute for reading and
20 seconds for flashing so it's a lot faster.
If you can just pop up the hood and directly connect to the ECU,
the bench flash would be a lot better.
Also, you have to keep in mind that unlike OBD, a bench flash and the boot flash
are reading the whole content from the ECU so you have a full backup so you can have
access to the EEPROM, VIN numbers, all that information.
- So a lot more information than you can get via OBD2?
- Correct.
- Alright so let's talk about the solutions that someone is going to need if they want
to reflash these sorts of ECUs.
So first of all, talk about the hardware that's required, and this is where bFlash comes in
I understand?
- Correct, the bFlash is the tool that will let you pull the data out of the ECU and
flash back the data into the ECU.
We're offering all the programming methods we mentioned earlier, we're also doing the
datalogging and diagnostic, then you will only have a binary file, a raw binary file
that you will need to edit with third party software, for example WinOLS.
- OK so this is the part where I think a lot of people's eyes start glazing over
because with the European cars unfortunately often we don't see complete definitions.
And what I'm talking about here for those who don't understand, when you download
that raw binary file that you just mentioned, basically it's useless to us unless we're
a computer programmer essentially and what we need is a way of finding where abouts
in that raw file the different maps for fuel, ignition, torque control, boost , et cetera,
are located, what size they are so that they can be displayed graphically.
Now a lot of people are using WinOLS to reverse engineer the ECU and find those maps
but in my opinion, this is a technique that's probably beyond maybe 95% of tuners.
Can you talk to us a little bit about how that WinOLS software works and how it is used?
- So WinOLS is an editor that will let you edit the data inside a binary file.
You can define your own maps, you can have some definition provided by some third
party companies that will tell you where are the maps located for example.
We have tonnes of companies that are offering that kind of service.
You can also do that yourself and edit the map on your own.
The good thing is unlike many tools on the market, you won't be stuck to the definition
they provide to you so you can have access to all the parameters from the factory ECU
and if you do some reverse engineering, software like IDA Pro, you will be able
to find all the parameters you want to work with.
- So just to dig in a bit deeper there, so I think this is another area a lot of
people miss.
A factory ECU, particularly the modern generation, incredibly complex,
literally thousands upon thousands of different tables and parameters in there
to control every aspect of it.
So even with the commercial reflash software we see for US Domestic Market and Japanese
cars where these are quite common and easily available, the definitions we get often
are incomplete, the companies have really only defined the key maps that they feel
are necessary.
So what you're talking about there with WinOLS, you've got complete access to the
entire binary file so you're really only limited by your own intelligence and
capability I guess to find the relevant files?
- Correct.
- Sorry the relevant, parameters, tables.
- Correct, so actually most software that are doing pre definition on the market are only
giving you 400 - 600 maps most of the time.
A factory ECU most of the time contains something between 40,000 and 60,000 maps
so you really have access to a lot more information and a lot more data that will
let you do much more fine tuning.
- Fair to say though, probably those commercial definitions where you've got,
as you've just mentioned, maybe 600 maps or thereabouts, that's probably going
to be sufficient for most mainstream tuners where they're doing perhaps a basic bolt on,
maybe intake, exhaust, headers and wanting to optimise the tune for that.
Where it gets a little bit more complex is maybe where you're taking a naturally aspirated
engine and adding a supercharger or turbo, how does that change what you need
access to?
- So you're right, approximately 600 maps is more than enough for most tuning you
want to do, if you just want to raise the boost pressure or change ignition timing
and the lambda, that's perfectly fine.
But once you try to do, for example an Audi R8 or Lamborghini Huracan
with twin turbochargers, then you would probably not have enough because you
will need to trick the sensors, install some New sensors that can read some positive
boost pressure that the factory ECU can't.
All these parameters need to be changed in the ECU and if you just buy a standard
definition, you will not be able to ID those parameters.
- Alright so this is what we sort of hear about here is a lot of people buying a
reflashing solution for a European vehicle and finding out that these definitions
supplied by the company really are very incomplete or very very basic at best
and then they're in the situation where if they can't use WinOLS themselves to find
those maps that they need, they're kind of stuck and this is where I see a change between
the skillset of a tuner and the skillset for someone who can reverse engineer a
factory ECU.
So you've also got access to companies such as BC Consulting where you can buy these
definitions, can you tell us how that works?
- So you can buy through BC Consulting, definitions that will will give you access
to the raw file.
We provide two kinds of definitions, the full map pack which will give you access
to 30,000 to 60,000 maps and what we call the limited map pack that will give you
something between 400 and 600 maps depending on the platform.
- And these are available for the majority of popular cars?
- Correct, most European cars we cover are covered by this platform.
- And what sort of money would an end user be purchasing these map packs for
in round terms?
- It's highly dependant on the platform.
- Can you give us a ballpark maybe?
- Based on the platform it would be between €200 - €2000.
- Now there are some benefits as well which I think are maybe often overlooked
with retaining that factory ECU versus going to a full standalone.
Now we've seen the technology in full standalones increase dramatically,
however there's also the requirement, if you are retaining factory DCT
transmission, you want everything else to work as it did in the stock environment.
then you've got to replicate all of the messaging between these different systems.
Whereas you're dealing with a factory ECU, its sole job in life the way the firmware was
written was to run that one car so give us your side of where the pros are on
retaining that factory ECU.
- So most of the new cars have I network integrations, so for example you have CAN bus,
LIN bus and FlexRay bus and you will just need to replicate all that in your aftermarket
ECU to be able to communicate with all the motors in the car.
So for example if you want to retain the factory transmission, automatic transmission or DCT
transmission, you will need to be able to properly communicate with the ECU.
If the ECU is FlexRay like is the case on the new Supra or the new BMWs,
well no aftermarket ECU have FlexRay at the moment so you will be forced to use the
factory ECU if you want to do things properly.
- So that FlexRay, that's essentially an upcoming technology we're seeing now
that's essentially similar to CAN but as you mentioned there, none of the aftermarket
ECUs currently are supporting Flex Ray so that's going to be that next learning curve
for those aftermarket suppliers?
- Actually it's been around for more than 10 to 15 years from BMW so that's the reason,
it's quite recent but it's still quite old.
Yes you will need to emulate the functions.
- Now I just want to get into the cost involved with, if a tuner wanted to get into this
European market and break in with a product like your bFlash setup, it's still not cheap,
it's not going to be something that's going to interest maybe the end user,
an enthusiast that's just purchased a late model Audi or BMW.
Can you give us a run down on the cost involved?
- So first we have to know that the tool is not designed for the end user,
it's something that is designed for the pro tuners and the dealers.
So the cost involved is €4900 for the master kit which is something that you have for
your pro tuners.
And if you are dealers you have the slave kit that is linked to the master and it will
be €2900.
- OK so €4900 for the master kit, €2900 for the slave kit.
And just that slave kit as well, I just want to dive into a little bit, what is the
difference there and how would a master dealer work with dealers below
them with that slave kit?
- So the difference between the master and the slave kit is that the slave kit is reading
encrypted files that are encrypted with a unique key from your master kit.
So only your master can decrypt the slave file and not someone else.
So the slave is not able to edit by itself the file for example.
- So this would be a situation where a tuner set themselves up as specialists in a
particular model that developed maybe staged upgrades, they've spent the time
developing their calibrations to be perfect for their staged upgrades and then they
can have dealers potentially all around the world where they're selling those staged
upgrades, the slave pack and then the dealer can basically upload an encrypted
calibration that they can't see?
- That's correct.
- Alright look interesting to get that insight there and if people want to
find out more about the bFlash product, where can they go to to find out?
- Just on the website, bflash.eu.
- Awesome, thanks for the chat there.
- Nice to meet you.
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