How many 458 Italias with original ecu and exhaust crackles?

Thanks Nuno. I'm not aware of the history here. Did others promise restoring the pops and burbles and fail to do so? Did they offer a software update or a hardware upgrade to do this? I certainly understand the skepticism if this is the case. I'm a little perplexed because restoring these sounds is not a difficult thing to do. I have a hard time believing that other tuners have not been able to do this. It's all pretty basic stuff.

 

I can tell you that Fabspeed claimed to me that they could do this. But they were never able to produce a video that proved it. I was going to buy a car and send it to them. But absent proof that they could actually produce, I never went through with it.

 

Most tuners are more concerned with increasing performance in some measureable way, not something as subjective as sound. Therefore, most of the "tuning files" developed and validated by the hardware/software providers are focused on tables that can actually affect performance, not noise.

It seems that you have gone a bit deeper, using secondary aftermarket software with pattern recognition algorithms to help flush out other potential tuning tables like deceleration fuel cutout, etc.

This approach takes much more understanding of HEX file decomplation and much more time to verify and validate that the right table(s) are chosen and proper units assigned. For those that aren't aware, when potential tune tables are identified by these aftermarket HEX editors they don't come conveniently linked with titles, axis identification or units of measurements. Most rely on the tuner community (hackers) to submit "examples" of new validated tables from which updated software algorithms are generated to look for similar HEX code patterns within the main file.

However, many times it's a matter of educated guesswork combined with actual vehicle testing. For example, a tuner might think they've found the table for "cold start cranking extra fuel" but until they've actually made a change and verified/validated through testing on an actual vehicle they don't really know for sure!

Again, most tuners would rather stick to known (but limited) validated and verified tables provided by the ECU tuning company that sold the communication hardware and tuning software as the time and effort to develop tables of their own isn't worth the risk. That's probably why few tuners have focused on the sound issue even though as you said, the factors that contribute to pops and burbles are pretty well known but finding the applicable tables is not. Glad to see you were able to find them and verify that they respond as expected.

I also suspect that there's now some "intrinsic value" associated with having an ORIGINAL early 2010 or so software version as it's a discriminator to many Ferrari purists. A mod file just doesn't have that same appeal to some.

 

As a would-be prospective buyer, I think it correlates to more than just intrinsic value... I think it also correlates to actual monetary value... I've been searching for an original-ECU 2010/2011 red Italia with black interior for over two years now, and have yet to find one. I'm aware of one, and have offered the owner over "book value" for the car, which he continues to reject. Yes, I'd actually pay extra for an original ECU 2010/2011 Italia with a spec that is consistent with that which I'm seeking....

 

I'd ask any owner claiming that they have an "ORIGINAL" non molested 2010/11 software version to prove it, particularly if they are asking a premium for it. As shown, a modified "tuned" version can produce the same kind of sound if that's all the evidence provided. As I stated before, even providing proof of the software number and version would not be enough for me as there's no official or verified unofficial cross reference to say which way or the other.
If anyone has connections at FNA I suspect there's some engineer that knows or some document/specification in their database that keeps track of software releases for the 458, specifically the engine and transmission management software/ECUs. Now that would be hard evidence!

 

Still it is not offered "the easy way" t us and for what cost ? We have no clue yet ? Tell us ...

 

Once we provide video evidence of restoring burbles and pops to Mike's 2013 Spider next week, we will release the 458 Openflash Tablet for sale to the public. They are in stock and will be sold for an introductory price of $1500. As a precaution, we will ask for all customers to ship their ECUs to us so we can back-up your EPROM data, add the calibration to our database (if it isn't already there), and then ship the ECUs back to you.

If your calibration is already in our database (which you will know the minute you plug the OFT into your car), you wont actually *need* to send us your ECUs to back-up. You can simply flash your ECU at home (simple 20 min process). However, we highly recommend sending us your ECUs for data back-up. If for any reason you have a nonrecoverable programming error, we can easily restore the ECUs with that back-up. If no back-up, God knows how much Ferrari would charge you to replace/reprogram your ECUs.

Since I already have a back up of the ECUs in my car, I have actually tried to induce a fatal programming error by flashing my ECUs with low battery voltage, unplugging the OFT in the middle of the write process, etc. Pretty much anything that I could think of that could be mistakenly done in the field. But I have been unable to cause any such failure. So that is very good news. The MED 9.6.1 ECUs are known to be very robust. Likewise, we sell several thousand OFTs each year (for GT86, Porsche, MX5, Fiat, etc,.) and we have never seen any such failure. But then again, those ECUs cost $1000-1500 to replace. In every way, I like to take extra precaution when dealing with Ferraris. But ultimately, it's up to the customer to decide for themselves.

As for the tune files, we can supply several to the customer. Each with a different set of changes. The OFT will hold 5 tune files (plus the original/stock tune file) so the customer can swap between calibrations as desired. We will provide a checklist of tuning options that the customer can choose from (i.e., add burbles/pops, more power, disable CEL for cat deletes, disable catalyst warm-up, higher rev limiter, remapped throttle tables, lower fan activation temp, customized exhaust bypass valve mapping, etc,.) We encourage customers to try more than one calibration because you never know what you will like until you try it. This especially rings true for calibration with revised throttle mapping. I think many of us have gotten used to the ridiculous throttle sensitivity in Race/CST mode. But remapping it to be more progressive makes the car much more drivable. But it may take a few drives to recalibrate your brain to it. We will also be happy to provide calibration revisions based on customer feedback. I've gotten to the point where I am perfectly happy with how my car drives. There is not one change I would make to the calibration at this time. I would like everyone to feel the same about their car.

The only thing I recommend is connecting your battery up to a charger during the write process since ignition power will be in the ON position during the 20 minute write process. Yes I have flashed my ECU without a battery charger with no problem. But I have a relatively new battery and I drive my car every day.

Within the next several days, I'll be posting more videos, dyno results and detailed information on the aforementioned tuning options. Thanks for reading

 

I am very excited about this!!!

 

Just a word of caution when reflashing. Most modern ECUs have a flash counter, the 458 is no exception. That means even if the original tune is restored a dealer can tell by the flash count that something was changed in the tune. This can void the factory warrantee.

Of course, some tuners can find the programmed flash counter and reset it as well. Some reflash tuning files do this automatically.

On the other hand, the OEMs are getting very smart about this as well and are writing the flash count into memory of some other ECU in the car (remember, the 458 has more than a dozen micro controllers with their own memory and they all talk to each other over the CAN network). Finding and defeating these hidden tidbits of data can be very difficult.

 

Now you understand the skepticism here Shiv. As mentioned, many have promised, zero have delivered. Nothing against you.
Like I said previously, if you can pull this off then you'll be a great asset. Your efforts are commendable.

Looking forward to the vids!!

 

We've all been saying for years: If anyone can figure out how to do this, there will be a big opportunity for the guy who can pull it off... Hope that guy is you Shiv.... Fingers crossed.

 

Well I'm sorry I waited so long to do this. I should have hopped on this job when I got my car last year Only a few more days guys before we test in a 2013 car.

 

It's not that it couldn't be done, but with me at least, there just wasn't upside to justify the risk.

Potential customers quickly fell by the wayside when confronted with the logistics and reality of the service.

1) In the vast majority of cases (at least with the 458) the customer would need to remove and ship their ECUs and of course re-install everything. This would need to be done by the owner or an independent shop as any dealer would be hip pretty quick.
2) There was the potential that their factory warrantee would be voided by such action even if the tune contributed absolutely nothing to whatever failure that occurred.
3) Dealers can discover unauthorized re-flashes even after the original (for that car) tune file is re-flashed into memory making even routine services unnecessarily complicated and stressful.
4) Ferrari owners had a tendency to get cold feet when asked to sign waivers regarding product liability.

I (as a tuner) fell by the wayside when confronted with the logistics and reality of the service.

1) The risk of being liable for the possible damage to a part (ECUs) whose value outweighed the service charge my many multiples.
2) The risk of being liable for any engine damages that might occur as failures are ALWAYS the fault of the tuner regardless of actual origin and whose value outweighed the TOTAL value of all potential service revenues combined by many multiples.
3) The risk that a customer might sue if their engine and drivetrain warrantee were somehow permanently revoked because a dealer discovered that the ECUs were or had been illegally (from Ferrari's perspective) flashed.
4) A good lawyer beats a good waiver anytime.

I compliment "Openflash" for having the courage to take this kind of risk for what ultimately is a very limited market with little monetary upside when compared to the typical mass market performance car tuning business model.

 

All I see in your post is fear fear fear.

Fear of failure. Fear of damaging a car. Fear of dealers. Fear of voiding a warranty. Fear of attorneys. Fear of law suits. Fear fear fear.

Openflash is apparently accomplishing what others have failed to accomplish because he isn't getting caught up in the fear. I, for one, applaud him for his efforts, his fine work thus far, and his very open and educational posts on this thread.

Too bad more people don't have the gonads (due to their fears) that Openflash has thus far displayed in his valiant efforts to deliver a product about which many of us are very excited.

Assuming a successful outcome and quality product/service, I look forward to being an enthusiastic supporter of Openflash in any public forum, and I have no doubt that the support of our community will allow him to successfully monetize his new product.

 

I think it's good to have a healthy fear when it comes to anything that involves risk. But it is equally, if not more important to be realistic of the risk involved. We have been specializing in ECU remapping/development since 1999. Over the years I have probably bench flashed somewhere over 5000 ECUs with no failures. We use the best bench programming rig money can buy. No customer has accidentally thrown them out of a 10 story building upon delivery. So just as long as all parties take reasonable precaution on both ends, the risk is negligible and the upside is significant. So depending on how risk adverse someone is, this deal will either be perfectly acceptable or completely unacceptable. But I'd be willing to wager that most people on this forum didn't get to the point where they are today by being crippled by fear

 

Exactly.

Look forward to working with you.

 

What are the possible reasons of failure? I've heard of ECUs locking up while reflashing but suspected it's because of user error or...?

 

Some people might say it's good business decisions that got them where they are today (or on this forum). I've seen many good tuning services come and go simply because they chose the one or two wrong (insert name of very high priced car) platform to work on and had subsequent litigation. Those tuners/companies had only the best intensions as did most of the customers of those specific makes/models. However, it only took one disgruntled customer with selective memory and deep pockets to bring them down.

As my post stated, I also commended Openflash on their efforts, maybe you didn't see that. I wish them all the luck in the world, but the world of hyper expensive vehicle performance tuning can be a brutal one.

I was just trying to shed some light as to why there are so few tuning solutions for the 458 in the marketplace compared to your typical Honda, Subaru, VW, Audi, etc. If my input on this subject isn't appreciated I'll stop commenting, no bad feelings at all.

 

The most common cause for write errors is accidentally unplugging the OBD connector in the middle of the process. Another problem can occur when trying to flash with a weak battery that cannot maintain adequate battery voltage during the process. But in both cases, you can just flash again and recovered the ECU. As for fatal errors, things like spilling water on an exposed ECU board will certainly do the trick. But generally these things are pretty robust and it takes a concerted effort or exceptionally bad luck to run into a real problem.