CIMS2 Release Notes
ECM A37 (CIMS2) Release Notes
Production Release 2009.04.15
This release of ECM firmware has the following bug fixes:
· Fixed bug disabling engine fan control
· Fixed oil pressure switch display status in OmniWatch
· Added capability for fuel pressure input to be calibrated as an inverse (negative) slope
OmniWatch Updates:
· Fixed text to read “N-2” instead of “60-2” in Primary RPM Input table
· Added help file entries clarifying the following tables:
o TDC Timing Reference – This table accounts for CAM phasing inherently, included instructions and a diagram for calibration procedure
o Stepper Step Rate – Provided explanation for the “1Hz” discrepancy when upgrading from a CIMS1 calibration
· Included new cab file for ECM A31 application
CIMS2 Wiring Harness:
· An update to the wiring diagram has been provided with the following changes:
o Vehicle speed sensor is now defined as a variable-reluctance type and is moved from pin 27 to 28 – This will present a backwards compatibility issue to CIMS1 harnesses if they are using a hall effect vehicle speed sensor
o Added new sensor input on pin 27 for hall effect type camshaft sensor. This is applicable for applications where timing disks mounted on the crankshaft also require a camshaft phase sensor
Software not completed for this release:
· Post O2 sensor control logic
· Voice coil gas metering fuel valve
· Additional dual fuel control logic (to be determined if necessary)
Production Release 2009.03.25
This release of ECM firmware is capable of the following:
· New sensor configurations
o Scaling for Bosch 10kPa to 115kPa MAP sensor.
o Scaling for Bosch 2.5kohm ECT thermistor.
o TPS sensor input updated in the case that a MAP is not available. Using the same input for a TPS, the fuel feedback algorithm will now function with an estimated MAP generated from the TPS signal
· Generic ISO14230 (KWP2000) scan tool support – Dealers and mechanics can interface to the CIMS2 with a ISO certified scan tool for reading data and diagnostic codes.
· Synchronization masks
o “No sync” mask added where periodic pulses are expected without the need for a synchronization location. This can be used on applications with no ignition requirements. See further notes below on how to calibrate this selection.
o 60-2 selection replaced with N-2, where N is the calibratable number of pulses. For example 30-2 or 12-2. See further below notes on how to calibrate this selection.
· Multispark – Implemented functionality to improve poor combustion at low engine operating speeds. The first spark occurs at the desired ignition time, subsequent smaller sparks are applied afterwards. The number of extra sparks depends on the amount of time available before the next scheduled spark event.
· Variable reluctance pickup sensor configuration
o VR latency implemented - will resist timing shifts during higher engine speeds. Default value is 218usec which is compatible with the original CIMS.
o Sync Ratio added for N-2 masks – improves “syncing” at different engine speeds. See further notes below on how to calibrate this selection.
o More stable timing control at higher engine speeds implemented.
· Diagnostic flash codes jumper
o With key power ON, but the engine stopped, short the K-Line ISO communication wire (ORG/BLK) to ground. After a short delay, the MIL will begin to flash the diagnostic codes (see associated document for details).
· Timing Lock Jumper
o With the engine running, short the K-Line ISO communication wire (ORG/BLK) to ground. After short delay, ECM will enter O2 Sensor Simulation Mode. If the O2 sensor is reading rich, it will illuminate. If it is lean, it will turn off. If the O2 sensor is cold or the ECM is in open loop, it will flash rapidly.
· CIMS Setup and Diagnostic Tool support – Functions in original CIMS tool are now available in CIMS2, where:
Function No. / Function Description / Switch Pulses1 / Abort Current Test / 1
2 / Read Diagnostic Codes / 2
3 / O2 Sensor Simulation / 3
4 / Fuel Control Valve Lock / 4
5 / Ignition Timing Lock / 5
6 / Fuel and Ignition Lock / 6
7 / Clear Diagnostic Codes / 7
1. Abort Current Test: With the tool connected, one pulse from the switch will be “echoed” back to the LED to confirm pulse count. After confirmation, any of the subsequent tests below previously initiated will be cancelled and the ECM will return to normal operating mode. If no test is currently running, then this has no effect.
2. Read Diagnostic Codes: With the tool connected, two pulses from the switch will be “echoed” back to the LED to confirm pulse count. After confirmation, diagnostic codes will be sequentially blinked out. Note that CIMS used a GM based blink standard. CIMS2 uses a different blink 2 digit standard where the first digit is a slow flash and the second digit is a rapid flash (see associated document for details). If no codes are present, the MIL will stay illuminated with no flashes.
3. O2 Sensor Simulation: With the tool connected, three pulses from the switch will be “echoed” back to the LED to confirm pulse count. After that, the LED and the dashboard MIL will both simulate the oxygen sensor signal – on for rich, off for lean. This allows continuous monitoring of fuel status in the engine compartment or while driving.
4. Fuel Control Valve Lock: With the tool connected, four pulses from the switch will be “echoed” back to the LED to confirm pulse count. After confirmation, the fuel control stepper motor will be locked in a preset position. The preset position will be defined in the calibration file as a number of steps. This may be fully open, fully closed or any position in between. This provides optimum flexibility for setting up different types of mechanical fuel systems. Normally the operator would enter this mode then turn a screw or valve on the carburetor until the LED is on the threshold between “on” and “off”.
5. Ignition Timing Lock: With the tool connected, five pulses from the switch will be “echoed” back to the LED to confirm pulse count. After confirmation, the ignition timing will be locked at a preset value. The preset timing value will be defined in the calibration file. Because spark timing is locked, it will not be affected by engine speed, MAP, coolant temperature or other variables. The operator should then use a timing light to confirm ignition timing.
6. Fuel and Ignition Lock: With the tool connected, six pulses from the switch will be “echoed” back to the LED to confirm pulse count. After confirmation, both fuel and timing will be locked per the above functions 3 and 4. This can be useful for quicker tune-up checks, or for identifying the cause of hunting or other instability.
7. Clear Diagnostic Codes: With the tool connected, seven pulses from the switch will be “echoed” back to the LED to confirm pulse count. Confirmation will indicate to the technician that all diagnostic codes have been cleared from the controller’s memory.
New Calibration Tables Added for this Release:
· Primary RPM Input(ECM Configuration->Input/Output Config->Pin Assignments)New Additions and changes:
o Crank (VR N-2) and Cam (Hall-Single) Timing Disks – Formerly 60-2, N is the newly calibratiable number of teeth available in a timing disk with 2 consecutive missing teeth. Enter the number N in the newly added “Pickup Pulses per 720 degrees” table.
o No-sync Disk (Calibrate Pulses per 720 Crank Degrees-Max 120 pulses) – Newly added software operates on an even tooth timing disk with no missing teeth or synchronization points. This can be used on application where timing of ignition is not applicable. Select this option if the number of teeth per 720 crank degrees is 120 or less. Enter the number of pulses in the newly added “Pickup Pulses per 720 degrees” table.
o No-sync Disk (Calibrate Pulses per 720 Crank Degrees-Max 240 pulses) –As with No-Sync disk above, select this option if the number of teeth per 720 crank degrees is more than 120 pulses, but less than 240 pulses. Enter the number of pulses in the newly added “Pickup Pulses per 720 degrees” table, however pre-divide the number of pulses by 2. For example, if there are 200 pulses per 720 degrees, enter 100 into the “Pickup Pulses per 720 degrees” table.
o No-sync Disk (Calibrate Pulses per 720 Crank Degrees-Max 360 pulses) – As with No-Sync disk above,, select this option if the number of teeth per 720 crank degrees is more than 240 pulses, but less than 360 pulses. Enter the number of pulses in the newly added “Pickup Pulses per 720 degrees” table, however pre-divide the number of pulses by 3. For example, if there are 300 pulses per 720 degrees, enter 100 into the “Pickup Pulses per 720 degrees” table.
· Pickup Pulses per 720 Degrees(ECM Configuration->VR Pickup Config)
o For the configuration of N-2 timing disks or No-sync disks, enter the number of pulses received (including missing teeth). For example, on 60-2 timing disks, enter the number 120 (covers two revolutions of the crankshaft). Note the maximum number allowed is 120. If for No-Sync disks the number is higher than 120, select the “Primary RPM Input” option for Maximum 240 or Maximum 360. Then enter this number pre-divided by 2 or 3 respectively so the maximum number is still 120. For example, if there are 200 pulses per 720 degrees, enter 100 into this table and select “Primary RPM Input” as Maximum 240. NOTE: This table does not apply to the 24-3 timing disk.
· Sync Ratio(ECM Configuration->VR Pickup Config)
o In the determination of missing synchronization points on timing disks, the ECM compares normal delta tooth time to that of missing teeth. The ratio of these two times can be calibrated in this table. This normally set to 0.5, however at different engines speeds the VR sensor can induce a timing shift. This table use used to compensate for this problem. NOTE: This table does not apply to the 24-3 timing disk.
New Diagnostic Code Flashing Standard
If a current DTC is present, if can be flashed out on the malfunction indicator light by one of the methods above. Pending or history faults will not be flashed, only if the MIL is illuminated when the engine is running will there be a code to flash out. Note CIMS used a GM based 3 digit scheme. The new standard is a two digit format, with the longer flash representing the first digit and the fast flash representing the second digit.
Below is the ON/OFF flash method of the MIL for fault codes combinations:
1. No current fault recorded in ECM:
The MIL will stay illuminated with no flashes.
2. One fault code is logged in ECM:
Each big pulse (1.2 sec) represents the first digit and small pulse (0.16 sec) represents the second digit.
Blink code 22 is represented by 1.2 sec ON then 0.32 OFF and then 1.2 sec ON then 0.32 OFF then 0.16 sec ON then 0.32 OFF then 0.16 sec ON followed by 1.8 second inter blink code gap.
The same pattern repeats as shown below:
3. Multiple fault codes are logged in ECM
Example: Two fault codes 11 and 21
Blink Code / Fault Description /
12 / Calibration Not Initialized
13 / Calibration Not Authorized
14 / Oil Pressure Fault
15 / Engine Speed Pickup or Position or Synchronization Fault
16 / Primary Fuel Control Solenoid Fault
17 / Secondary Fuel Control Solenoid Fault
18 / Fan Control Circuit Fault
19 / Engine Coolant Temperature Sensor Fault
21 / Intake Manifold Pressure Sensor Fault
22 / O2 Sensor 2 Heater Circuit Fault
24 / Vehicle Speed Sensor Fault
25 / Internal ECM Fault
26 / System Voltage Out of Tolerance
27 / O2 Sensor 1 Heater Circuit Fault
28 / O2 Sensor 1 Fault
31 / O2 Sensor 2 Fault
32 / Fuel Mixture Too Rich or Too Lean Fault
33 / Engine Over-speed Fault
34 / Engine Overheat Fault
38 / Malfunction Indicator Lamp Fault
39 / Fuel Gauge Circuit Fault
41 / Sensor Power Supply Fault
52 / Fuel Level Sensor Fault
61 / Ignition Coil 1 Circuit Fault
62 / Ignition Coil 2 Circuit Fault
63 / Ignition Coil 3 Circuit Fault
64 / Ignition Coil 4 Circuit Fault
65 / Ignition Coil 5 Circuit Fault
66 / Ignition Coil 6 Circuit Fault
67 / Ignition Coil 7 Circuit Fault
68 / Ignition Coil 8 Circuit Fault
Software not completed for this release:
· Post O2 sensor control logic
· Voice coil gas metering fuel valve
· Additional dual fuel control logic (to be determined if necessary)
CIMS to CIMS2 Wiring Harness:
· A CIMS2 harness diagram has been provided. A CIMS2 will be compatible with a CIMS wiring harness with the very important exception: O2 sensor and wiring (ungrounded shell). On CIMS, the O2 signal negative is connected to pin 30 (tan wire). This wire must now be removed and spliced to sensor ground (BLK/WHT). This opens pin 30 to be a post-cat O2 input. CIMS2 will NOT work for fuel feedback if this modification is not made.
Recommended Testing and Validation:
· Verify the accuracy of the new Bosch MAP and ECTS sensors
· Verify a generic ISO14230 scan tool initialization of communication, reading data and reading / clearing diagnostic codes