¶ Initial support in v1.0.121
Check the integration guide at MS4x.net
CANTCU Integration Guide for MS43 at MS4x.net
¶ Features
- All E38/39/46/53 ECUs directly supported (CAN11h communication)
- 100% OEM torque-based control resulting in real OEM drivability
- No tuning needed
- Gear indicator in instrument cluster up to 5/6th gear (including D/S/M-modes)
- Blips available on specific DMEs that can use SSG-variant coding
¶ Connection
CANTCU CAN3 is connected to PTCAN on the car side. PTCAN-wires can be found in multiple locations.
¶ Protocol Options
SSG Variant Messaging enables the SSG-style transmission messaging used by compatible ECUs like the MS43.
When SSG Variant Messaging is enabled, the AT message (0x43F) can be disabled separately.
This is mainly required on cars with DSC. ASC-equipped cars generally tolerate both the SSG and AT messages on the CAN bus, but DSC-equipped cars can report communication faults if both are present.
Later clusters (CI05 and newer) can be coded for SSG operation, so the AT message can usually be disabled without affecting the cluster. This option is especially useful for earlier CI04 and older clusters, including cars where DSC has been retrofitted.
¶ Coding / Programming Requirements
- Car needs to be fully coded as an automatic (S205A in VO/FA) and the DME/DDE programmed using automatic transmission software to support torque interventions
- Immobilizer (EWS) needs to be coded to permit starter operation:
PARK/NEUTRAL_EINGANGto nicht_aktiv
¶ Limitations
- Stock cluster only shows up to 5th or 6th gear depending on car/version. Cluster can be chosen based on this in the PC software.
- Some pre-1998 cars with old clusters (IKE) might not be able to show gears and will throw a gearbox malfunction message. The solution is to update to a later model cluster or code the cluster to manual.
- Blips in diesel cars will need custom software in the DDE. This has been proven possible for EDC15 by 3rd party tuners/developers.
¶ Torque Correction
In some cases, without proper engine tuning, the torque value sent by the ECU/DME can be too low, resulting in spongy/slow shifts. The torque correction factor can be used to adjust this torque value if needed (percentage correction). The torque correction factor is just a band-aid meant to be used as last resort. The right way is to have the engine report correct torque even when tuned.