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Nissan Overview

Many Nissans can use our tools to reprogram their factory ECUs.

Types of Nissan Computer

Trivially chippable Nissans fall into several categories:

28 Pin EPROM (VG30DETT 300ZX Twin turbo, KA24E 240SX, RB26DETT R32 Skyline GTR, …) – If you see a 28 pin EPROM inside the ECU, this is your application. Ostrich 2.0 works in almost all cases, but many of these applications will require a SocketBooster.

20×2 ROM Board “S13″ (SR20DET Silvia/240, SR20DE Sentra, SR20DET GTiR, etc.) If you see a spot on the edge of the circuit board with two rows of 20 pins, this is probably the application. (also see below S14a) The Nissan 20×2 Adapter board is intended for this generation. Two Ostrich emulators can be used for realtime emulation.

20×2 ROM Board “S14a” (SR20DET “black top” VVTI, 95-97 “B14″ Sentra, etc.) If you see a spot on the edge of the circuit board with two rows of 20 pins, this is probably the application. (also see above S13) These are not supported at this time. Future hardware may add support.

40×1 ROM Board (Late model sentra, 240?) If you see a single, extremely long row of pins that are very closely spaced together, this is your application. These are not supported at this time. Future hardware may add support.

Many Nissan ECUs are not trivially chippable (RB25 Neo, R33 Skyline, R34 Skyline, 350Z, …)

Software

TunerPro RT has definitions for most S13/B13 platforms.

925style ROM editor supports most JDM ECUs. I’ve used sucessfully with S13 SR20DET and R32 GTR Skyline. It isn’t officially available anymore but you can find it easily with google.

CROME is compatible with certain Nissan ROMs, particularly those used in S13 based vehicles.

Roadrunner

The RoadRunner is the only available full blown emulator for LS1 PCMs – unlike other “emulation” software, the entire contents of the flash is emulated Real-Time, not just certain maps. It can also be used as a general purpose emulator in custom applications (Bosch Motronic, Nissan, …)

Hardware Available

At this point, there are two versions of RoadRunner you can buy:

1. A RoadRunner pre-installed in a rebuilt 12200411 GM LS1 ECM. This is intended for all supported GM applications.

2. A RoadRunner “guts kit” containing just the raw circuit board, cables and hardware to mount the device in place of a 28Fx00 EPROM. This is intended for all custom applications.

Previously, there were Roadrunner versions available for LB7, 1024k ECMs and 98 ECMs. These have been discontinued. If you are confident that you can make it work for one of these applications, you can buy a “guts kit” and fit it yourself. (Or pay us to install it) Again, these applications have been officially discontinued – we cannot guarantee that it will work.

Previously, a Bluetooth option for Roadrunner was available. This has been discontinued – it is no longer available.

GM Compatibility

At this point (August 2009), there is only ONE target for the Roadrunner: the 12200411 (or just “411″) ECM. The 12200411 is plug-and-play with ’97 and up Corvette LS-1′s (throttle-by-wire), ’99 and up Camaro/Firebird LS-1′s (cable-throttle), ’99 and up Gen III Vortec trucks (cable throttle), ’00 and up Gen III Votec trucks (throttle-by-wiire, and ’05-’06 LS-2′s (throttle-by-wire with 24 tooth reluctor wheel). The 12200411 can also control 4L60E and 4L80E transmissions. The ’411 can control both drive-by-wire and drive by cable engines in case you didn’t figure that out from the application list. The ’411 is also generally used to run LTx/Gen2 retrofits with a custom conversion kit from EFI Connection.

Later (LS2+) engines switched to a different style ECM that is electrically incompatible with Roadrunner. There will never be a RoadRunner for any late-model LS2 ECM. Period.

Late model LS2+ engines also switched to a different style crank trigger setup that makes it impossible to use a LS1 ECM to run the engine. People have succeeded in using a RoadRunner in a 411 ECM to run a late model engine by a combination of creative wiring changes and swapping the crankshaft reluctor to a 24 tooth unit. This is not for the faint of heart. We do not officially support this application so we can’t really assist you with this conversion, but again we’d recommend Mike at EFI Connection as a capable source for wiring and conversion needs.

GM Software Compatibility

EFILive natively supports the RoadRunner. In order to use it with EFI Live, you must purchase the Roadrunner license. After purchasing the license, you can use the Roadrunner in any vehicle supported by the ECM. You can tune as many RoadRunner equipped ECMs as you like – you do not need to buy additional licenses for additional RoadRunners. If you want to flash a copy of the program in the Roadrunner into the vehicle’s original ECM, you can do this but standard EFI VIN or Stream licensing fees will apply.

TunerCAT OBD2 Tuner natively supports the RoadRunner. Existing OBD2 Tuner customers can simply buy the RoadRunner upgrade. There is a package that includes one definition file which is intended for people who want to use RoadRunner and TunerCAT to tune only one vehicle. There is an add-on ***ONLY AVAILABLE FOR ROADRUNNER USERS*** that includes the WinFlash cable allowing you to reflash vehicles with TunerCAT. There are also all-LS1 and all-supported-vehicles packages. ***AGAIN, YOU MUST BUY ROADRUNNER HARDWARE TO BE ABLE TO BUY TUNERCAT OBD2 TUNER. NO EXCEPTIONS.*** Updates for TunerCat Roadrunner users are available here.

Other Applications / Technical Specifications

The RoadRunner has been used successfully as a general purpose 16 bit data bus emulator for applications other than GM LS1. (Bosch Motronic and Nissan 16 bit are the first two that come to mind.) The RoadRunner uses the same FTDI USB-serial bridge as our other products, appearing as a COM port to the operating system. It is designed to emulate a 28F800 (0r 28F400, 28F200, even 28F100) chip operating in 16 bit data bus mode. The 28F800 is capable of presenting data in both 8 and 16 bit selectable modes, but the RoadRunner does not support this – 16 bit mode only. The pinout of the RoadRunner is designed to match the pinout of these ICs – other 16 bit data bus chips could theoretically be emulated with creative cabling.

Full documentation for the protocols for talking to a Roadrunner for emulation and limited data trace are available on request. (They are very similar to the protocols used with the Ostrich 2.0 and our other devices but some minor differences exist.) If you are interested in using the RoadRunner in a custom application, please contact us. The hardware platform is a tried-and-tested 16 bit wide data bus EPROM emulation system available at a competitive price.

Neptune

Neptune is a tuning hardware/software package developed by James Holy that also supports a great deal of features.

The Neptune board was designed by Moates.

Neptune Hardware

More information can be found at the official Neptune site here

eCtune

eCtune is the latest ROM Editor available for Hondas. It is written by Calvin Baank and has an exhaustive list of features.

eCtune has very structure licensing. It is important to note that eCtune tunes will only work when run off the Ostrich. This means a separate Ostrich must be present in each car you tune with eCtune. (For all you CROME guys, there is no more burning chips and walking away)

At the end of the day, if you want to drive 5 cars at the same time, you will need 5 Ostrii.

For more information on eCtune, visit the eCtune website here

AutoProm (APU1)

The Autoprom

The Autoprom was the first Moates device. It is a combination Emulator, Chip Burner and Datalogger.

Today you can buy these devices separately, however this package eliminates the need for 3 separate units.

Compatibility

As of writing this article, the only software known to be fully compatible with the Autoprom is TunerPro RT. TunerCat OBD1 Tuner and TTS Datamaster support almost all of the AutoProm’s features.

If you plan on tuning Honda vehicles, purchase the Ostrich, Burn1, and HuLog separately or a Demon as there is no software for Hondas that supports the Autoprom and all of its features.

The Autoprom CANNOT be used to program F3 Ford chips using the FA nor can it be used to read Ford ECMs using the FE. You will need to look at the Jaybird or BURN2/FA/FE combo for Ford vehicles.

The Autoprom does not work smoothly with 29F040 chips. If you need to work with these chips, it is recommended that you purchase a BURN2.

Usage

Real-Time Tuning / Emulation

Make sure car is in key-off position with no power to the ECM. Remove the ‘stock’ chip and install socket adapter (G1 or G2) if not already present. Remove any chip from the AutoProm ZIF socket!
Hook the 28-pin ribbon cable header to the ECM chip adapter socket. Make sure the ‘red’ wire points toward where the notch, or Pin1, would be on a chip normally going in the socket. The AutoProm will auto-select its power source from either the USB port or the ECM header.
Get your PC powered on with TunerPro or TunerCat loaded up. Hook USB cable up to the AutoProm and PC. Check the AutoProm switch positions along the backpanel. The innermost horizontal switch can be positioned either inboard (10k – used to select data initiation on older-model vehicles like the MAF TPI) or outboard (open A-B – almost everything else) depending on ECM requirements. The outer horizontal switch should be in the ‘towards the USB port’ position. (APU1 mode. Other position is passthrough mode, identical to ALDU1).
If you haven’t already loaded a file onto the AutoProm, you will get an SES light condition indicating bad PROM content. Now is the time to go ahead and initialize the AutoProm from the PC software (should be under ‘Emulation, Initialize’ option). Once initialized, load the desired binary file into the PC software and upload it to the AutoProm (option should be right next to the ‘Initialize’ button). You may want to select the ‘Verify’ option (in TunerPro) to ensure that the binary upload was successful. If you keyed the vehicle on without a valid binary loaded, you may need to cycle the key off for about 20 seconds to let the ECM reset.
At this point, you should have the AutoProm loaded with the desired binary file. The car should now respond as though a chip with the uploaded binary content is installed. If not, then there is an issue. Either the binary is corrupt or some other condition exists.
From the PC software, you can make on-the-fly changes in the BIN content and have those changes immediately transferred to the AutoProm and the car should respond accordingly. There are several options within the supporting PC software, such as ‘Checksum Disable’, ‘Upload Entire Tables’, ‘Update Checksum’, and ‘Keep Item Open’, etc., so read through the documentation and practice a little bit so you understand what is going on and what to select. Typically, checksum disable or update checksum should be selected. Use a setting of “AA at 08” for 28 pin applications, and “AA at 04” for 24 pin ECMs.
Have fun, and try not to burn anything up other than rubber and fuel!

Stand-Alone Datalogging

Hook the APU1 up to the PC USB port and place the outer horizontal switch in the standalone, ‘away from USB port’ position (toward outside). It doesn’t matter whether the AutoProm is connected to the ECM chip socket because it gets power for standalone data logging from the USB port.
Connect the ALDL cable to the car’s ALDL connection. Place the inner horizontal switch on the AutoProm backpanel in the proper position for your vehicle and mode desired: inboard=”10k across A-B”, outboard=”open between A-B”.
Load up your favorite datalogging program on the PC, such as “TunerPro”, “WinALDL”, or “TTS DataMaster”. You may need to select an ADS file to define your datastream if using TunerPro. Turn on the key and start logging data! To stop, just turn car off and disconnect hardware. Keep in mind that in this mode, the hardware will not be ‘detected’ like the AutoProm mode, and that you’ll need to specify which USB Serial Port number (hopefully COM3 or COM4) has been allocated to the port in the datalogging software preferences.

Simultaneous Emulation and Datalogging

Carry out the same steps described above in the sections on Emulation and Datalogging, except keep the inner horizontal switch in the ‘inboard / toward USB port’ position.
Use a simultaneous-supporting program such as TunerPro RT to perform simultaneous datalogging and real-time emulation/tuning. You should see results from changes to the binary on-the-fly right when you make them.

Chip Reading and Programming

Connect the AutoProm to the USB cable. The USB will supply the power.
Make sure the 28 pin ribbon cable used for emulation is UNPLUGGED from the unit. Unpredictable behavior can result from the APU1 being directly connected to a ECM using the emulation cable while burning chips.
Place the target or source chip in the ZIF socket. Orientation is critical, and the chip should be placed with its notch or arrow facing toward the ZIF handle and toward the back panel of the AutoProm. The chip should be at the ‘bottom’ of the socket, such that any unused socket pin slots are closest to the handle or backplane.
Use a supporting software program, such as TunerPro or FlashBurn to pick read/write operation, file location and name, starting and ending addresses, any hex offsets, bank selection, or other characteristic of the read/write operation. Carry out desired program/read/verify steps as desired, and remove chip from socket.

APU1+Wideband+Datalog

On the back of the APU1 you will find a terminal block with 4x screw terminals. The one closest to the USB port is GND/Common, and the other 3 are for channels 1,2,3 respectively. If you have a wideband O2 with 0-5v outputs, it can be wired up to GND/CH1 and TunerPro can then present the ADC data along with the rest of the datastream.

This is a nice article written by Charles Woock on how to configure TunerPro RT to digest 0-5v inputs such as the LM1 and LC1. The values can be brought in through the APU1 via the APADC interface. (Note: newer APU1s have the APADC interface built in as standard equipment) The tutorial explains how to set up the ADS file and render values such as AFR Air Fuel Ratio as part of your GM ALDL data stream.

Here’s the PDF file:

http://www.moates.net/zips/wideband_datalog_tunerpro_lm1.pdf

VTEC Conversion

This page is here to add VTEC capability to your otherwise non-VTEC ECU.

The reason we are able to do this, is because when Honda designed their ECUs, the boards for the P05, P06, P28, etc were basically all identical. For the ECUs like the P05 and P06 that did not require VTEC, the components that are used for VTEC functionality were simply not installed.

Thanks to the guidance of the forums on PGMFI.org, we were able to collect these missing components, organize them into kits and sell them to you.

You can convert the following ECUs to VTEC:

The first step in the process is to identify the board in your ECU. In these ECUs, the only factors that affect board revision is the time that the ECU was produce. Meaning that just because you have a P06 doesn’t mean you’ll necessarily have a particular board.

First, identify your ECU to find out what board you have.

It will be one of the following. Clicking these will bring you to their respective page on our online store.

Your kit will come with a handful of components as well as a card with pictures that indicates the place to install the components. Sometimes this isn’t enough. Here is a better picture:

1720 Conversion

1720: VTEC Conversion

TunerPro RT

Tuner Pro is a piece of software written by Mark Mansur that is compatible with a great number of vehicles and ECUs.

Download TunerPro here

Originally written to modify GM and Ford binaries, the uniqueness of TunerPro is its ability to have Definitions. While this adds a slight layer of complexity to the end user, the definition files (XDF) instruct TunerPro as to where tables and variables reside within the binary it is opening, allowing TunerPro to be compatible with virtually any binary.

Currently definitions are available for the following Vehicles at least as of 9/30/08, more being added regular (see http://www.tunerpro.net website for all the latest)::

General Motors

Mask ID	ECM	Bin Definition	ALDL Definition	Application
$6E	1227165	6E.xdf	1227165_6E.ads	1989 LB9/L98 F & Y Body (Bins)
$8D	1227730	Super_8dm2.ecu	1227730_8D.ads	90-91 LB9/L98 F-Body
$32	1227165	32.ecu	1227165_160.ads	86 5.0/5.7 F & Y Body
$32B	1227165	32Bv001.ecu	1227165_160.ads	87-88 5.0/5.7 F & Y Body
$42	1227747	7747-mine.ecu	1227747_42.ads	1987-1991 5.0 Truck, Etc
$31	16197427/16156930	31v002a.ecu	TBD	95 C/K Truck/Van 5.7/7.4
$5D	1227808	1227808_5d_mod2.ecu	TBD	88 Australian Holden
$12	16183082	16183082_12_v2b.ecu	TBD	’93+ Australian Holden V8
$DA3	16159278	DA3.xdf	LT1_1992-93.ads	93 LT1
$0D	16197427	0D_v1_02.xdf	0D.ads	94-95 C/K 4.3L, 5.7L & 7.4L
$83	16176424/16195699	83HoldenVS_V8_v2.xdf	TBD	96 Holden VS V8
$61	1228746	61v2.xdf	TBD	89-92 F & B Body LO3 & LO5 – Maintained by Jon Prevost
$E6	16168625	E6.xdf		93 5.7L L05 K Truck
$8F	1227727/1227730	8F.xdf 8F_v2.xdf	89-90 LG5 3100 Turbo.ads	89-90 3.1L Turbo (TGP)
$31T	1227148	TBD	1227148TBuick.ads	87-90 3.8L Turbo (LC2) Buick
$1FA	16196387	TBD	1FA.ads	94-95 3.1L W-body (Grand Prix, Monte,…)

Ford (requires v4.13 or higher)

ID	Bin Definition	Last Updated	Application
T23B	T23B.xdf	5/29/08	8UA – 88 2.3l Thunderbird auto LB3 – 87-88 2.3l Thunderbird auto LA3 – 88 2.3l Thunderbird 5sp Definition maintained by Dex
GUFA	GUFA.xdf	4/12/08	8LD – ’88 – ’93 5.0l Mustangs A9S – ’88 – ’93 5.0l Mustangs Definition maintained by Dex
GUFB (A9L)	GUFB.xdf	4/12/08	A9L – 88-92 Mustang 5.0L A9M – ’89 – ’93 5.0l Mustang A3M – 93 5.0 Mustang A3M1 – 93 5.0 Mustang A3M2 – 93 5.0 Mustang D3D1 – 89-93 5.0 Mustang S0Z – 89-93 5.0 Mustang X3Z – 93 5.0 Cobra Definition maintained by Dex
GUF1	GUF1.xdf	4/12/08	A9P – ’89 – ’92 5.0l Mustang auto A9T – ’89 – ’93 5.0l Mustang auto C3W – ’93 5.0l Mustang auto C3W1 – ’93 5.0l Mustang auto 8LF – ’88 – ’93 5.0l CA Mustang auto Definition maintained by Dex
CDAN4	CDAN4.xdf	1/23/06	96-97 4.6L Mustang, T-Bird, Crown Vic 96-97 3.8L Mustang NOTE: This XDF is for “full” binaries. Only 256k 0189 EEC-V files should be used.
CRAJ0	CRAJ0.xdf	8/15/06	LAQ2 – 98 3.8l Mustang AOL2 – 98 4.6l 4V Mustang AOL3 – 98 4.6l 4V Mustang
CBAZA	CBAZA.xdf	10/1/07	L4C1 – 94-95 5.0l Mustang 5sp export market J4J1 – 94-95 5.0l Mustang Cobra 5sp T4M0 – 94-95 5.0l Mustang 5sp U4P0 – 94-95 5.0l Mustang auto W4H0 – 94-95 5.0l Mustang auto ZA0 – 95 5.8 Mustang Cobra R 5sp FCL0 – 95 5.0l Mustang auto Japan market S4M1 – 5.0l auto
LUX0	LUX0.xdf	12/12/07	DA1 – ’87 Mustang 5.0L DB1 – ’88 Mustang 5.0L
L8	IAW048_01.xdf	3/19/08	Sierra Sapphire 4wd Cosworth L8
L1	IAW045_01.xdf	3/19/08	Sierra 3 door Cosworth L1
L6	IAW045_06.xdf	3/19/08	Sierra Sapphire 2wd Cosworth L6
HWAD3	HWAD3.xdf	8/21/08	6DBD – 1998 Futura/GLI, 4.0L, auto 6DNB – 1998 GLI, 4.0L, auto 6TEE – 1998 XR6 Ghia, 4.0L, auto May also work with: 6DAC – 1998, unknown, 4.0L, manual (HWMD3 strat.) 6DMA – 1997 XR6, 4.0L, auto (HWAC2 strat.) (Requires 256KB bin with first 8KB to be null-padded)
N4AGB	N4AGB.xdf	8/26/08	4DBG – 1995 Futura/GLI, 4.0L, auto 4TEG – 1995 Futura/GLI, 4.0L, LPG May also work with: 4TBD – 1994 Fairmont Ghia, 4.0L, auto (N4AG9 strat.) (Requires 256KB bin with first 8KB to be null-padded)

Subaru (Requires v4.13 or higher)

ID	Bin Definition	Last Updated	Application
N/A	0405WRX.xdf	2/12/06	04-05 USDM WRX

Nissan

ID	Bin Definition	Last Updated	Application
B13/S13	B13RT.xdf	3/23/07	1996-1997 B13 w/ Realtime
Z32	Z32.xdf	8/29/06	90-95 300ZX (8-bit ECU only)

Porsche (Motronic)

ID	Bin Definition	Last Updated	Application
N/A	87Porsche911-4KChip.xdf	6/27/08	’87 911 w/ 4KB chip (Bins)
N/A	84-86Porsche911-2K&4KChip.xdf	6/27/08	’84-’86 911 w/ 2KB or 4KB chip (Bins)

DSM (Eagle/Mitsubishi)

ID	Bin Definition	Last Updated	Application
1G E931	e931stk.xdf	9/10/06	1991 Talon AWD (16KB bin)

Renault

ID	Bin Definition	Last Updated	Application
Fenix 1B	R21T_720D.xdf	8/19/08	Renault 21 2.0L Turbo, 8KB ROM (27C64) (Bins)
Fenix 3A	Clio16S_7494.xdf	8/19/08	Renault Clio 16V w/o O2 Sensor, 32KB ROM (27C256)
Fenix 3B	Clio16S_7852.xdf	9/02/08	Renault Clio 16V with O2 Sensor, 32KB ROM (27C256) (Bins)
Fenix 3	ClioWilliams_7881.xdf	9/02/08	Renault Clio Williams 2.0 16v

Registration

You will be emailed a key file to register to the address provided with your order. In order to do this, we need your name, address, phone number and CORRECT EMAIL. Make sure you can check the email address you provide with your order as this is where we will send your key. Be sure to check any spam filters. We do not need a key or any other information from you for TunerPro RT – we simply need a valid email address.

Auto to Manual

To perform an auto to manual conversion on an OBD I Honda ECU, use the following procedure:

Verify that you have an Automatic. You will know if there are resistors in RP17 and RP18 (next to the EEPROM)
Remove RP17 and RP18
Replace RP18 with a jumper. (The one you removed from J12 usually works well, or just a paperclip)

When you are done, the resistors should look like this:

Manual ECU Resistor Arrangement

Identifying your ECU

Honda ECUs have a Diagnostic Generation, Model and a Board Revision.

The diagnostic generations are OBD 0, OBD I, and OBD II.

Examples of the model are P28, P72, etc.

The board revisions are 1980, 11F0, and 1720.

Diagnostic Generation (OBD 0, OBD I, OBD IIa/b)

Every generation

From top to bottom:

Knowing the generation of your ECU is extremely important. For a P28 it is easy because the P28 was only made for OBD I vehicles, however Integra ECUs like the P72 and P75 have both OBD I and OBD II variants. Be weary of this when you are purchasing an ECU online, an OBD II ECU is basically worthless.

OBD IIb

OBD IIa

OBD I

OBD 0

Model (P28/P72/etc)

Side view of P28

Just because you have an OBD 0 or OBD I ECU doesn’t necessarily mean that you’ll be able to just up and tune. Take a look at the side of your ECU, you’ll see 37820-PXX-XXX. The numbers following the P, like P28 or P30 are very important. Here are some things to note about the most common variants:

P05 – Civic CX – Most basic supported ECU. Doesn’t have O2 Heater circuit, disable this to prevent CEL
P06 – Civic DX – Same as P05 but has heater circuit
P08 – JDM Civic – Same as P06, but has VTEC
P28 - Civic Ex/Si – The standard issue tuning ECU.
P30 – Del Sol VTEC – Same as P28 but has a Knock Board
P72 – Same as P30 but with IAB control
P75 – Same as P72 but with no Knock Board or VTEC control

Board Revision

The only reason that the board revision is typically of interest is when you are attempting to add components like a VTEC conversion kit.

The board revision can be found silkscreened onto your ECU:

This is a 11F0 board

USDM/JDM

The only time you need to worry about whether your ECU is UDSM or JDM is when selecting which chip kit to purchase. JDM ECUs require slightly different chips than their USDM counterparts, so make sure you select the right one when you order.

USDM (Rectangular)

JDM (Square)

Firmware: Updates

About Firmware Updates and a Warning

Periodically we release new firmware for our products. We generally recommend against updating firmware unless you have a very specific reason for doing so, as it can often be a risky process.

If you are attempting to update your firmware because you think your current firmware is corrupt, be advised that you will not be able to update your firmware unless the old firmware actually works and is able to accept new firmware. You will have to return your device to us in these cases.

Again, most of the time problems can be resolved without a firmware upgrade. Consult this site and/or contact us at support@moates.net if you think you need a firmware update.

Firmware Update Procedure

The information on this page pertains to the following devices:

APU1 AutoProm
Ostrich 1.0
Ostrich 2.0
Flash & Burn (BURN1 / BURN2)
Roadrunner LS1 16-Bit Emulator
QuarterHorse J3 Ford Emulator

Directions for updating firmware:

Download the following utility (new version as of 2008):
Firmware Update Utility
and unzip it to the location of your choice.
Download the appropriate firmware package for your hardware from the table below and unzip it to the location of your choice (preferably to the same location as the update utility).
Connect your hardware to your PC and close all software applications.
Start the firmware update utility. Your hardware should be automatically detected. If it isn’t, click the “Detect” button
Click the “Browse” button in the update utility and browse to the firmware package you downloaded and unzipped in step 2 above.
If the package and hardware match, the “Update” button should be available. Press it now.
Once complete, the updater should notify you of success and display the new version information.

Firmware downloads for individual units:

Hardware	Version (Click to download file)	Notes
AutoProm	N/A
Ostrich 1.0	N/A
Ostrich 2.0	20.9.O	Provides newest ‘trace’ implementation and vendor-specific security. Well tested.
Burn1	N/A
Roadrunner	12.14.R	Update for smoother RTACS work in EFI Live vs v12.13.R
QuarterHorse	1.6	Not user-upgradable. Must return to Moates.net for upgrade.

Honda Overview READ ME!

For those of you who are interested in tuning Hondas, here is a brief summary of what is available to you.

First, only certain Hondas can be tuned using our hardware. In short, these are any vehicles that run a B, D, H, or F (Accord) series engine and can run an OBD I ECU. Whether they accept these ECUs natively or via an OBD II to OBD I or OBD0 to OBD I conversion harness makes no difference.

Some of the OBD0 (pre-92) vehicles can be chipped and tuned natively, but the OBD I software tools are so much more advanced and user friendly that it is worth considering converting these vehicles to OBD1 with a conversion harness when possible.

If you have a 1996-2001 Honda, you will need to remove your stock OBD2 ECU and plug-in a supported OBD I ECU via a conversion harness. Please make sure you order the appropriate harness for your car as different model years used different connectors.

Supported Vehicles

1992-2000 Civic (1996-2000 Civics require OBD2-OBD1 conversion harness, use 92-95 OBD1 ECU)
1992-2001 Integra (1996-2001 Integras require OBD2-OBD1 conversion harness, use OBD1 ECU)
1992-2001 Prelude/Accord (1996-2001 Preludes require OBD2-OBD1 conversion harness, requires Integra or Civic OBD1 ECU swap, )
1988-1991 Civic/CRX Si-HF or swapped cars (can use OBD1 ECU and OBD1 tools with OBD1/OBD2 distributor swap and conversion harness)
1988-1991 Integra/CR-X/Civic with B16A swap (requires PR3/PW0 ECUs to use as OBD0 Vtec)
1990-1991 Civic/CRX Si D16A6 (will have PM6 ECU, ready to use as OBD0 non-vtec)
1988-1989 Civic/CRX Si, 1988-1991 CRX HF (requires use of a 90-91 ECU to use as OBD0 non-vtec)

Supported ECUs

1992-1995 Civic (P05 | P06 | P08 | P28)
1994-1995 Del Sol VTEC (P30)
1992-1995 Integra GS-R (P61, P72)
1992-1995 Integra RS/LS/GS/SE (PR4 | P74 | P75)
1992-1995 JDM Civic, Integra, Del Sol, etc. (P30, P72, P54, P08, etc. small square case. Place note in order!!! JDM ECUs require different parts than USDM)
Chippable OBD-0 ECUs (PW0 | PR3 | PM6)
see also pgmfi wiki on the subject

Note: If you do not see your car or ECU specifically listed here, please check to make sure you do not have an unsupported setup before purchasing anything!

Supported Tuning Software

eCtune (targets primarily 92-95 OBD1 ECU hardware, very actively developed, advanced feature set, per-vehicle licensing)
Neptune (targets primarily 92-95 OBD1 ECU hardware, very actively developed, advanced feature set, per-vehicle licensing)
CROME Pro (targets OBD1 ECUs, supports datalogging, getting to be poorly maintained, great for “simple” tunes, flexible licensing) There is a very nice PDF tutorial written up by Darren Kattan. Check it out by clicking HERE.
CROME (as above, free but without datalogging support)
Hondata S100 (targets OBD1 ECUs, Hondata’s datalog-less lightweight old-style solution. Per-car licensing)
Hondata S200 (targets OBD1 ECUs, Hondata’s datalogging capable old-style solution. Per-car licensing)
BRE (Primarily targets OB0 Vtec computers: PR3, PW0. Also has limited support for PM6. Only recommended for “simple” setups. Not very actively supported)
TurboEdit (Primarily targets OBD0 non-vtec computers, i.e. PM6. Only recommended for non-vtec engines and very simple setups. Not very actively supported)
Uberdata (Older application. Targets OBD1 platform. Once thought to be dead but seems to be some recent development activity)
FreeLog (Free, datalogging package, works with Crome, not heavily supported/updated.)

Software Recomendations

Tuning Software Sold Separately. We recommend Xenocron.com for purchasing software tools, as he generally responds a lot faster than some other people…

If you have a “serious” setup (i.e. something that you’ve put a couple thousand dollars into) and you want a package with “serious” support behind it you are pretty much limited to Neptune.

Crome works wonders most of the time, but unless you’re a developer and want to go and fix the numerous small problems it has, you won’t get much help.

If you are looking for something free to make basic changes to your car, Crome or Uberdata is probably worth trying. You can download versions of both software for free. See above for links.

The OBD0 packages (BRE, TurboEdit) are fine for “simple” setups (figure stock map sensor, 450cc injectors, redline at stock or lower, etc.) but when you start pushing things further from stock their immaturity starts to show.

The information in this section represents the opinions of Dave Blundell as of 4/9/11. As you learn more, you might come to disagree with some of what is posted here and that is fine – these are just recommendations for beginners based on years of working with all the packages listed.

Additional Information

PGMFI.org will have lots of answers for you and probably make your head want to explode if you spend too much time there. Both the forum and wiki are loaded full of useful information, but the forum in particular can be very hard to find things. Use the search function lots.

OBD1 Civic/Integra ECUs are a common hardware platform. Despite the many different models of ECU (P05, P06, P28, P30, P72, etc.) Honda only used 3 different circuit boards in the US. This means that it is very easy to use an ECU designed to run one engine to run another. JDM ECUs use different parts for chipping and modification than US ECUs. Most JDM ECUs use primarily surface mount components while USDM and European ECUs use primarily through-hole components.

Moates Hardware for Honda ECUs

D2 Socket – standard 28 pin socket. Used for chipping pretty much all ECUs covered on this page. Part of other kits, too. Only thing needed for chipping OBD0 ECUs. Included as part of the Honda Chipping Kit.

S4 Aries Low Profile ZIF Socket – low-profile (smaller) ZIF (Zero Insertion Force) socket commonly used to make it easier to take chips in and out of an ECU quickly. Not essential by any means, but certainly nice. Included as part of the Honda Chipping Kit.

C2 SST 27SF512 Chip – This is *the* chip you will use if you are working with Hondas, unless you know better. Buy this if you want spare chips. Included as part of the Honda Chipping Kit.

’373 latch – 74HC373 octal latch. Required for OBD1 ECUs to talk to an external EPROM. Included as part of the Honda Chipping Kit.

C14 Cap – 220uF Electrolytic capacitor. Replaces a capacitor that is part of the power supply for the ECU. This capacitor is known to leak and go bad, blowing a hole that usually causes other damage in your ECU. Included as part of the Honda Chipping Kit.

CN2 latching header – this is used for datalogging. designed to latch and lock with the cable we supply with the Hondalog/HULOG. Normally included as part of the Honda Chipping Kit.

CN2 Straight header – this is used for datalogging. does not latch/lock the cable we supply. Basic, no frills.

Honda Chipping Kit – This kit includes everything you need to chip ONE OBD1 Honda ECU. Includes regular machine pin socket, low profile ZIF socket, 373 latch, caps, resistor, locking CN2 header and one chip. You must specify if you are using a USDM or JDM ECU! This is very important!

Install Service – don’t feel up to installing a Honda Chip Kit? Let us do it

Chip Extender – This device allows you to mount your chip away from the ECU. Usually works with Ostrich, switchers and other gizmos.

Two Timer – Allows you to program two independent programs into a 27SF512 chip and switch between them arbitrarily. Basic setup for multiple programs.

GX switcher – requires the Ex switcher. Allows selection from up to 16 programs programmed into a 29F040 chip. Advanced setup for multiple programs.

If you have a NON-VTEC ECU (PR4 | P05 | P06 | P75) and you wish to run a VTEC motor, please purchase the appropriate VTEC Upgrade kit for your ECU under the chip kit section. Each circuit board is labelled with a part number in white silkscreen lettering towards the top-center section of the board. Match this up with each of the three kits we sell. 1720 11F0 1980

PWM Boost control kit – Allows an ECU using eCtune / Neptune / Hondata to act as an PulseWidth Modulated (PWM) boost controller. Will not work with Crome or OBD0 solutions at this time. (alternative method for eCtune ONLY uses 5151 and sometimes an 810 Ohm resistor)

BURN2 – The BURN2 replaces the BURN1 and is functionally identical. The BURN2 burner is the weapon of choice for all things Honda that we support. You will use it to program chips

Ostrich 2.0 – The Ostrich2 allows flawless real-time changes to be made while the vehicle is running.

Hondalog / Xtreme HULOG – The Xtreme HULOG is a Hondalog in a durable plastic case for $5 more. They are functionally identical. They allow datalogging from ECUs that have an appropriate program and a CN2 header installed

Honda Tuning Package – This is the Xtreme HULOG, Ostrich 2.0, Burn2 and a Honda Chip Kit bundled together for savings. It includes all the hardware you need to get started. Same great stuff, cheaper price as a package. Simply buy additional Honda Chip Kits to tune additional vehicles.

Ostrich 1.0

Rest in Peace

The Ostrich 1.0, which has now been discontinued, was the first in the Ostrich line. Upon the creation of the first Moates product, the Autoprom (APU1) the team at Moates quickly realized the demand for seperation of the Burner/Emulator/Datalogger combo.

As a result, the Ostrich 1.0 was born.

Early versions of the Ostrich 1.0 were very basic featuring only a black case.

Later versions of the Ostrich 1.0 featured a sticker with a very mean looking Ostrich.

Early revisions of the firmware used 115,200 baud rate. Later revisions (leading up to the Ostrich 2.0) were released featuring the 921,600 baud rate.

Dev: Hardware Interfacing Guide

Introduction

Although our hardware uses USB connectivity, you don’t have to be a kernel level device driver programmer or any sort of expert in the USB framework to interface our devices.Our devices simply create a virtual COM port that can be written to via all sorts of methods.

Old-school Windows programmers may be familiar with using the Windows API to play with serial ports. While this is fun, the new school .NET programmers can throw together applications in literally minutes using serialPort objects. We would love to see a C# Moates Hardware Class with all of our hardware features implemented. Unfortunately, we haven’t gotten around to doing it.

One of the downfalls of using a virtual serial port is that customers seem to have problems remembering baud rate settings. Luckily there is a (not so simple) solution. FTDI devices can be interfaced through what is known as the D2XX API. Basically, you import functions from their unmanaged DLL and you can connect to their devices without the user ever having to select a COM port. We have begun developing a C# Class based on an example from the FTDI website, but it is far from completion.

If you have written some nice code for interfacing our hardware and feel like sharing, please post it here or email us.

The following guide (MS Excel format) details the commands and expected responses for all of our devices. If you don’t see something you need or have questions, email us.

Download the Moates Hardware Interfacing Guide here (v19 2/11/10)

Ostrich 2.0

The meanest emulator known to man.

The release of the Ostrich 2.0 was the marking point for the next generation of Moates products. Along with a 75% size reduction, the Ostrich 2.0 also boasts many firmware advances. The Ostrich 2.0 connects to the host computer with a baud rate of 921,600bps, which is the fastest bit rate supported by standard RS-232.

In English, this means uploads, download and verifies happen in less than 2 seconds for most ROMs.

There are also some new features for developers available on the Ostrich. Features like ROM tracing, and window tracing allow developers to keep track of what addresses are being access within specific regions of the ROM. This is helpful for reverse engineering roms, and can also aid in datalogging ECUs with limited datalogging capability.

The following software packages are known to be compatible with the Ostrich 2.0:

CROME
Hondata
Neptune
eCtune
BRE
TurboEdit
TunerPro

And many more…

To purchase the Ostrich 2.0, please see this item in our Online Store here

Supported Targets – 24, 28, 32 pin 8 bit ROMs

The Ostrich is a general purpose emulator. It can be used to emulate up to a 4 megabit ***8 bit*** EPROM. It cannot be used to emulate 16 bit ROMs like the 28Fxxx. The Ostrich 2.0 is available with DIP28, DIP32 cables. The SocketBooster 1.0 is used with 24 pin applications.

27C32 (TBI GMs, Old Bosch Motronic) = 28 pin emulation cable, Socket Booster
27C64 (misc ECMs) = 28 pin emulation cable, Socket Booster
27C128 (misc ECUs) = 28 pin emulation cable
27C256 (misc ECUs) = 28 pin emulation cable
27C512 (misc ECUs = 28 pin emulation cable
27C010 (?) = 32 pin emulation cable
29F040 (?) = 32 pin emulation cable

In cases where you have a PLCC package chip, you CAN use the Ostrich 2.0 but you need a DIP->PLCC adapter. We do NOT sell these. Logical systems seem to sell suitable adapters.

The SocketBooster and Trace

The SocketBooster is never required when using the Ostrich 1.0 but it is required for most 27C32-based applications when using an Ostrich 2.0. You can think of it as a signal amplifier for the Ostrich 2.0. In most applications, the Ostrich 2.0 can produce a strong enough signal on its own. If your ECU acts like it has a bad chip or no chip installed when using the Ostrich but the same program works as a chip, this could be a sign that your application needs a SocketBooster. (It could also mean that your Ostrich is failing…) You might ask, “well why don’t you use a SocketBooster all the time?” Unfortunately, the SocketBooster interferes with the operation of the “trace” feature of the Ostrich.

This is a list of applications where we have found a SocketBooster to be ABSOLUTELY necessary:

86-93 GM TBI ECMs using a 24 pin 27C32 EPROM

This is a list of application where we have found a SocketBooster to be necessary in SOME cases:

90-93 Nissan Z32 8 bit ECUs, 90-93 Nissan R32 Skyline 8 bit ECUs. (By extension, most 8 bit Nissan computers around this age)
90-94 Mitsubishi DSM ECUs

This is a list of applications where the SocketBooster is 100% NOT needed:

88-95 Honda ECUs
86-95 GM TPI “Memcal” style ECMs
Nintendo NES and Gameboy
All 32 pin applications

If you don’t see your ECM listed, email support@moates.net with the particulars of your application.

Flash N Burn

Flash & Burn Screen Shot

Download Flash & Burn here.

Flash & Burn is a software package used with the Burn1 and Burn2 EEPROM burners, as well as the Autoprom (APU1).

Note, many tuning software packages (like CROME and Hondata) can interface with these burners directly making this software not necessary.

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