Ferrari 360 IMMO OFF finally a reality!

Your most welcome!

It is rapidly becoming clear that the failure of the H-Bridge circuit inside the 360s ignition ecu's is the number one cause of failed ecus. Almost all the ecus we've dissected have failed due to this problem. I'm certain this will be the problem the poster above has with his ecu.

The internal circuit is used to control the Throttle Bodies and in my opinion its actually a design flaw. The ecu use low power PWM (pulse wave modulation) from the microcontroller into the H-Bridge chip. The pwm controls the throttle body indirectly via the H-Bridge IC with the larger currents required to drive the throttles at varying angles.

Due to power required (upto 6 amps!) heat can damage the components which actually desolder themselves from the pcb, so you get intermittency based on temperature. Since the software is programmed to do a safety Check of the TBs during Check OK cycle you find the car unable to start and a ticking throttle body sound.

Its the biggest threat to 360s longevity for future as the factory has ran out of many ecu variants now (and components required to build them end of lifed years ago) so those which are left are getting seriously expensive. Even used ones are almost all dried up.

I'm working on an inexpensive little plug in widget to repair ALL these hundreds of failed ecus so everyone reading please don't throw them away!

I'll be able to reflash your broken ecus to bypass control over PWM and use CAN to communicate the throttle position (which is how modern throttle bodies do it anyway) that way we can ignore the failed components and reprogram the software to use the CAN sent message instead. This will be dramatically cheaper than throwing perfectly good ecus away.

Trev

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Unfortunately the pcm signal is directly connected internally inside the ecu to the h bridge chip which is die substrate and very difficult to work with. Its therefore substantially easier to use existing can bus to communicate the throttle information.

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As for prevention. I am already looking to add some additional new CEL codes which will kick in once adaption of Tb goes beyond a given threshold. This means its time to change the throttle body rather than risk the ecu!

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The approach being discussed here isn't actually "immobilizer off" which is what I pioneered, it's "erasing the immobilizer pairing information" in the eeprom of the ecu. This makes the immobilizer re-pair itself with your existing immobilizer. It does not remove the immobilizer which is my strong advice as its not a very reliable part.

I have written a tool which does eeprom reading and writing which uses a special mode of the processor to read and write the data and it is free.

I will also include virginizing in SAK for free but if you are doing it by hand you also need to bear in mind that data is stored in multiple ecus that all need to be done correctly. Since if you do swapping of ecus indiscriminately without understanding what your doing your car will flag a mileage discrepancies if you ever intend to get it Classiche Certifed in the future. More information to follow

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Yes, I will be releasing the full source code for it shortly. Full open source.

Watch out for more information but heed the warnings on immobilizer off as I've seen failing immobilizers wreck havoc on other (now very expensive components) such as your dashboard and now unavailable indicator relay.

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100% none of the 360 ECUs are H4 (Hardware revision 4) skew.

I would strongly recommended to take extreme caution and use anti static protection and measures when dealing with 360 ECUs now. They are so valuable now and difficult to source you don't want your inexperience to cause damage.

Pirated galetto sw (clone) is garbage and not recommended. Many have viruses and malware in the drivers so take care. Some even have fake cloned k-line chips which are at one time where killed by genuine FDTI drivers.

I will release my solution soon which will be fully warranted and work across multiple operating systems, Windows, Linux and Mac.