Initial support in v1.0.0

cantcu_e6789x_integration.pdf

• 100% OEM torque-based control resulting in real OEM drivability
• No tuning needed
• Gear indicator in instrument cluster (including D/S/M-modes)
• Fully working cruise control (Standard/Braking/ACC)
• Drive Mode selection by DTC-button

CANTCU CAN3 is connected to PTCAN on the car side. PTCAN-wires can be found in multiple locations, and they are usually colored blue and blue/red.

• 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
• CAS: AUSWERTUNG_P_HW → nicht_aktiv
• CAS: ABZUGSPERRE_PLOCK_C6 → nicht_aktiv
• CAS, E65 only: ANLASSERSPERRE_HW → nicht_aktiv
• In some models CAS will throw a fault code regarding PLOCK. This is fixed by adding an extra ground wire on CAS pin 11
• In some models, the RPM needle behavior will be erratic. Fixed by changing the value of DZM_DISP_RPM in KOMBI.

• E6x instrument clusters are not able to show higher gears than 7th.

On specific models with the “HIGH KOMBI” (instrument cluster) installed, there is a possibility to use “Motorsport”-coding which activates big gear numbers (1-7) and a drivelogic bar display (1-6) which can be configured through CANTCU to indicate drive modes, temperatures, etc.

Particularly on tuned N54 cars (MSD80/81), 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). On diesel engines (DDE6/7) an inaccurate value can only be caused by a bad tune. On stock engines the value is always accurate. 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.