Thanks for the PDF. It's good info. A few things comes to mind immediately, but I want to chew on it a bit. As to the CAN ID that you're only interested in... is that the master node ID (e.g. ECU Bank1) or you meant to say, "I'm only interested in message ID x generated by node x"? Just curious.
Glad it was readable. Great. A thoughtful comment is better for me than a quick comment. I'm not fully up-to-speed on CAN terminology, so I'll answer this way: I'm only interested in values of engine coolant temperature, as a function of time, generated by the temperature sensor, and transmitted via CAN bus to Bank 2 ECU. Let me know if that does not answer your question.
Another way to put it: I assume that Bank 2 ECU is using engine coolant temperature (Tc) from the CAN bus to determine injector duration. I also assume that Bank 1 ECU is using Tc directly from the temperature sensor. Does the average value of Tc, used by Bank 1, differ significantly from the average value of Tc used by Bank 2? Also, is Bank 2 Tc variance large relative to Bank 1 Tc variance? I'm defining variance as the range of reported Tc values divided by the average Tc value.
As requested by Steve, this is an example of a well terminated trouble free CAN bus signal on a 360. Image Unavailable, Please Login
My apologies. I got so caught up in trying to ensure my post didn't have any typos (mobile is super funky) that I put the wrong word in. Thanks for correcting that
Does anyone have a list of the information travelling on the bus between the Motronic ECUs? We are primarily concerned with coolant temperature, but @eric355 mentioned coolant temperature is also sent on the OBD2 network. Immobiliser unlock signals are sent from the RH ECU to the LH ECU. That's ok because the LH bank injectors are working. Is MAF data sent between the ECUs? i.e. when air from both inlet manifolds is being fed into each bank at higher rpms.
The problem that you've described in the observation section is something I've experienced in the past to solve a drive-ability issue. The STFT and LTFT numbers were corrected too often. I did remove the coolant temperature sensor and test it according to the workshop manual and was found to be not at fault. In the end, it was a combination of a loose air hose and a bad intake air temperature sensor that's in the mass air sensor. I hope this information is helpful. https://www.ferrarichat.com/forum/threads/diy-360-fix-your-maf-for-less-than-1-00.447868/page-2#post-143130772
