I27 Firmware – V26 Changelog

• NEW in ECU: Extended VW/Audi CAN protocol emulation up to CAN Matrix V4.7+ (up to model year 2013)
• NEW in ECU: Revised torque control communication between ECU and TCU, including torque request deny option (experimental feature)
• NEW in ECU: Throttle limits can be independently set for ABS/ESP and TCM torque requests
• NEW in ECU: Driver's torque request now has an attack, decay rate and sustain time, also can be limited to vehicle speed
• NEW in ECU: Gear dependent calculated torque correction and maximum values, limit to vehicle speed
• NEW in ECU: Flat shift for automatic gearbox now has fuel cut option, too
• NEW in ECU: Shift cut can have a minimum specified throttle position set (not just maximum)
• NEW in ECU: Revolution matching (RPM synchronization) offset value added
• NEW in ECU: Revolution matching can be set to activate only if race mode is enabled
• NEW in ECU: Specified throttle position for revolution matching can be decreased (by a correction factor) before reaching target RPM to prevent overshoot
• NEW in ECU: Reported engine torque can be reduced during overrun and revolution matching to soften DSG clutch re-engagement
• NEW in ECU: Haldex control "passive mode" (will only calculate specified Haldex % and send it via CAN or user defined output PWM) to be used with external controllers
• NEW in ECU: Preset selectors can use user defined sensor variables (analog voltage) to determine the currently selected presets
• NEW in ECU: Paddle shifters can be mapped to preset selectors (when gear selector is in P or N and car is not moving)
• NEW in ECU: Low pulse width offset for injection (to adjust flow in the non-linear region of the injectors)
• NEW in ECU: Fuel injection shutdown for overboost (set to the MAP sensor's upper measuring limit by default)
• NEW in ECU: Fuel blending (between fuel presets) in function of a user defined variable (not just flex fuel sensor)
• NEW in ECU: Fueling correction in function of a user defined variable
• NEW in ECU: Airbag crash signal can shut down engine

IGniTron 1.8T PNP Standalone ECU

The IGniTron is a plug and play standalone engine management system for VW/Audi/SEAT/Skoda 1.8 20V Turbo engines running Bosch Motronic ME7.5 ECU systems. It can also be used on other platforms up to six cylinders with appropriate loom modifications.

The IGniTron is a little known ECU outside of its home in Hungary, but is an absolute gem of a product for those wanting fully mappable, non ME7.5 limited tuning. View our videos of this ECU here.

Active Facebook User page here.
Full DSG support

Link to IECU Main site for Downloads

Plug & Play Replacement ECU

This product is a genuine plug in replacement unit for ME7.5. No adaptor looms or extra boxes required.

The IGniTron utilises factory sensors, wideband, knock, MAF (or not), VVT, EGT etc. Supports Haldex cars. Very configurable and straight forward to setup. VE based tuning, much on board data logging internally and when connected to the mapping software.

User configurable sensors are possible, e.g. 4bar MAP sensor, running true MAFless with MAP for load, ideal for the bigger 1.8T/stroker builds where MAFs are unreliable and inadequate. You retain factory knock sensors, and wideband AFR with factory fast response.

Badger 5 are the UK Sole Representatives for this ECU, using it on our bigger turbo builds as the preferred #1 choice.

Tablet view for in-car monitoring, with on-board data logging ability makes all necessary gauges available and completely configurable to suit your needs.

Sensors

• 1 inductive sensor analog input (crankshaft position sensor)
• 2 Hall digital inputs (camshaft position sensors)
• 8 analog voltage inputs (air flow, manifold absolute pressure, exhaust gas temperature, throttle position, throttle pedal, user sensors, ...)
• 3 analog resistance inputs (intake air temperature, engine coolant temperature, oil temperature, ...)
• 9 digital inputs, 4 of them with frequency counter and pulse width detection (clutch switch, brake switch, AC compressor, speed signal, ...)
• 2 piezoelectric knock sensor inputs
• 1 wideband lambda sensor
• 8 user definable sensors and various digital switches (read from CAN bus network)

Injection

• Up to 8 high impedance injectors (dual stage injection up to 4 cylinders)
• Automatic pulse width calculation based on volumetric efficiency (20x20), IAT, MAP, target lambda (12x8), injector size and latency
• Min. 0.004 ms resolution for 4 cylinders, min. 0.005 ms for 6 cylinders
• Simultaneous calculations for two different fuels and blending them real time in any ratio (flexible fuel support)
• Timing of injection start, center or endpoint
• Actual volumetric efficiency is determined by "Alpha-N/Speed Density" method or by the signal of Mass Air Flow sensor or any combinations (in any ratio) of these
• Volumetric efficiency adaptation (self learning) according to the measured air flow
• Corrections (12x8) for transient load, intake air temperature, engine coolant temperature, exhaust gas temperature, manifold absolute pressure (16x16), fuel temperature, fuel rail pressure, cylinder selective correction
• Correction and adaptation to actual lambda value (short term and long term fuel trims)
• Dead time compensation depending on battery voltage
• Deceleration fuel cut off

Ignition

• Up to 6 Coil On Plug (logic level) channels, supporting wasted spark configurations
• Dwell with battery voltage and engine load compensation
• Ignition advance tables (20x20) for two different fuels and blending them real time in any ratio (flexible fuel support)
• 0.1 degree resolution, min. 0.24 degree accuracy at 10000 RPM with 4 cylinders
• Corrections (12x8) for transient load, intake air temperature, engine coolant temperature, exhaust gas temperature, actual lambda, camshafts position, gear number, cylinder selective correction
• Cylinder selective knock retard
• Long term adaptation of knock retard

Idle Control

• Open loop or closed loop control (PID controller)
• Regulation of ignition advance, injection amount and throttle position (idle air)
• Long term throttle position (idle air) adaptation
• Anti stall throttle

Boost Control

• Up to 4 real time switchable boost maps (12x8) for two different fuels (flexible fuel support)
• Open loop or closed loop control (PID controller with programmable integrator limits)
• Requested boost limits depending on intake air temperature, engine coolant temperature, exhaust gas temperature, vehicle speed signal
• Gear selective boost control
• Turbo bypass solenoid ("N249") support

Auxiliary Devices

• Variable valve timing (VVT)
• Fuel tank ventilation (EVAP)
• Secondary air injection
• Continued coolant circulation pump drive
• Coolant fan control
• Electronic thermostat control
• User programmable PWM outputs

Extras

• EGAS (electronic throttle)
• A/C disable on high load
• Gear detection
• Gear selective revolution limiting by ignition cut or retard, fuel cut, throttle closing
• Launch control (even throttle position movements can be preprogrammed)
• Anti Lag System (incl. rolling ALS)
• Traction Control
• Pit lane revolution limiter
• Push to pass
• Internal log memory (8Mb or 16Mb)
• Fault code memory
• CAN bus support (send and receive custom CAN messages)
• VW/Audi CAN protocol emulation (V4.x) including torque control (for ESP and DSG)
• OBD-II communication (ISO 15765-4 CAN 11/500kbit)
• UDS data logging (ISO 14229 via CAN)

HOST SOFTWARE

Ignitron ECU comes with a host software running on the Windows platform. The ECU is connected to the PC/notebook or tablet via USB. Its user interface is simple but effective. Do not expect any fancy eye-catching graphics as we believe performance is more important than looks!

The application can be used to set up the ECU and diagnose the engine. Loading a completely new settings file up into the ECU takes about 20 seconds, but if you change just a few parameters or maps, then the refresh takes a fraction of a second only. Hundreds of available variables and parameters can be recorded simultaneously during data logging. Free ECU firmware upgrades are also available from within the host application.

Go to the downloads section to get the software.

SYSTEM REQUIREMENTS

The current Ignitron host software requires a personal computer, notebook or tablet running Windows 7, Windows 8 or Windows 10, with at least 2GB of RAM and a 2GHz+ CPU.

Important Information

Ignitron ECU and related software and hardware are intended for closed-course competition and motorsport racing purposes. The manufacturer states that its products are not certified for use on public roads.