Starting Guide for Using TunerPro RT for use with Dyno Spectrum Ltd Tuning Features and Plugins

IMPORTANT NOTICE ON EMISSIONS

Whilst OTS maps have a reasonable basis for not worsening emissions whilst using the specified hardware,
this does not apply to custom tuning. Like any editor of ECU contents, even though we do not supply tables
for “deletes”, incorrect settings of tables or values could worsen emissions performance. The tuner or user
tuner should familiarise themselves with the regulations for the vehicle in the country of its use and is
responsible for their own changes.

To start you will need to make sure you have a licensed version of the Tuner Pro RT which can be
downloaded and paid for at: [Link] Remember you will need Tuner
Pro RT and you will need to donate the $40 dollars to make it a licensed version. Once you have this
downloaded you will need to add the DS1 DLL that allows for real time tuning – this is downloaded from
the File tab in the OBD app of the DS1 where you can also download the xdf and stock calibration.

You will need to copy the dll into your Plugins directory of Tuner Pro that will most likely be in your
documents folder.
Next you will need to connect to your DS1 through your PC. Go to your wireless networks and find the
DS1. When you connect the first time it will ask you for your password which is on the outside of the box
that the DS1 came with as well as on a sticker on the DS1 itself.

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 When you first open the software it should look like this:

You will need to select the DLL here Tools-→ Preferences→ Data Acq./Emulation

Loading BIN and XDF Files

The software will need to be loaded with two different things, and it is very important that they match.

First you will need to load a BIN file. A bin file is simply the calibration segment of the ECU that you are
tuning. Make sure that you select the correct file for the car that you are tuning. There are ways that we
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check for that but will cover that in just a little bit. You can download the file from the browser under
the file tab where you obtained the xdf and dll.

This will download the stock calibration that should be suited for the vehicle that the DS1 is married to.
You can also now download the OTS maps and edit them.

Once you have the stock calibration loaded into Tuner Pro then you will next need to load the XDF file.
You need to make sure that the XDF and the bin match in terms of software ID numbers. You ensure this
by downloading it from the DS1. If they do not when you open a table, it will look something like this:

The correct XDF and BIN combination should look something like this:

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The header will look something like this as the XDF will be tagged with the software version number:

This is showing the loaded BIN and the loaded XDF. The format of the BIN is how it is downloaded off
the DS1 server. Once the XDF and bin are loaded make sure that you select:

Now that you have the correct BIN and XDF file loaded you want to make sure that Tuner Pro is
connected to your car so that you can do live tuning! You should see this at the bottom if the DS1 is
connected to Tuner Pro .

The next thing you need to make sure to check is to checksum the loaded file against what is in the car.
This is critical to be able to live tune as if the contents of ROM and RAM don’t match then you will not be
able to live tune the car as differing data would cause lots of problems. So, to do this you hit the button

Verify Emulator RAM Contents Against Current BIN and the button looks like this . Once you hit the
button it will ask you:

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You will want to click yes. After you click yes it will checksum of Bank 0 and Bank 1 to verify that they
match. The screen should look something like this:

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 You need to make sure that the numbers all match in all 3 banks. If you have a mismatch you can either
set the Bank to Bank 2, turn the car off for 2 minutes or reflash a known good calibration on. As long as
they all match then you need to go ahead and hit the YES button on this screen. This will allow you to
make changes in real time!

You may need to add Emulation Bank (Tune Bank on newer versions) as a Toolbar to see it so that you can
select bank 0 and bank 1.

Real Time Tuning

Once the above steps are done you can now start to tune in real time! To make sure that you are tuning
in real time make sure that you are set to Bank 1 as Bank 1 is RAM and Bank 0 is flash.

If you are on Bank 0, you are running from flash, but can still make changes in Bank 1. You can freely
switch between Bank 0 and 1 during the whole tuning session.

To do this make sure you hit the button for Initialize Emulation Hardware. The button looks like this

. Once you hit that button you need to make sure that the device is connected and emulating by
pressing the emulation button, . In the bottom left corner there should be a green tab that
says Emulating and looks like this . Now that you have everything set up you may
begin real time tuning!

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Block Uploads

If you have a bin that you already have made that is based on the stock file you downloaded from the
DS1 after the most recent update of the OBD app and want to just upload it to the ECU then you can use
the upload button to upload many changes at once. The button will be highlighted when you are

connected and looks like this . There is also a download BIN file button but this will not be
highlighted and will not allow you to download the current BIN on a car.

Table Changes

When making changes now in the software you will need to make your change, and then hit in the
top left corner of an open table or value.

You can continue datalogging, so there is no need to stop logging while making changes.

Memory
Because of the technology Dyno Spectrum Ltd. uses to be able to do real time tuning of all tables in the
XDF, you need to be aware of how much memory that you have. If you are making a lot of changes to
the car you need to be aware of how much free memory is left. This can be found at the top title bar and
looks like this . This is the total memory that can be
used for real time tuning. If you get to a point where you are getting low on memory, then we suggest
saving the BIN file, use the DS1 browser File tab to send the bin to the DS1 then cal flash it. Then you will
restore the full memory range. If you use very long filenames and lots of compare files you may not be
able to see the RAM free.

Now you should be able to tune the entire contents of any table in the XDF! If you have any questions
please direct them to the Facebook group “Dyno Spectrum Tuning: 4.0t Owners Group” where we
welcome tuning questions and in depth discussion. Remember to do this on a dyno and not while driving
and to use caution safe tuning practices as this is a powerful tool. Thanks for being a Dyno Spectrum
customer!

Function and extended monitoring tables

There are some tables that when changed in real time will cause the engine to stall immediately. One of
these tables is Engine Map Optimum Engine Torque in the Function Monitoring. If this gets set to 0, the
ECU will reset and the engine will stop! Also take caution with MoF/MoX tables as well and make sure
that you are tuning in a controlled setting! Relevant XDF folders are usually marked “NOT REALTIME”.

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Map 9 for momentary map switch
Map 9 is not selectable in the usual way. Instead it is selected where allowed from other map switches
whilst the cruise control down button is pressed.

This is an OR bitmask for maps 0 to 8 that you want to allow to switch to map 9, because you don’t want to
enable map 9 when you might just want to reduce your cruise control speed.

Use the Windows calculator if you like and enter in binary a 0 or 1 for each map from 0 to 8 to select
whether you want it to be able to switch to map 9. The first example for 100 allows map 2 and nothing else
and gives a HEX value of 4 which is entered in the map shown above. The second example has all 9 of the
bits 0 to 8 allowed to switch to map 9 so BIN of 111111111 is HEX 1FF.

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You can populate map 9 with whatever you like.

The following values set the time limits, 0 to have no limit:

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The main purpose of these is to prevent excessive EGT if using map for eg rolling antilag. This should be
setup by an experienced tuner and we do not include it in OTS maps. Map 9 is only used as long as the
down switch is held. The CEL and EPC will show whilst in map 9. You can easily test map 9 without doing
some crazy settings to make sure you are happy with how it operates - for example you could have it raise
idle speed or fan speeds and test it safely.

[Link]

This video is an example of using map 9 for rolling boost. In this case, map 2 could switch to map 9 and
then back to map 2 whilst using full throttle holds the engine speed and builds boost, and when the down
switch is released (or the max time expires) the vehicle accelerates. Please ensure your safety, legality and
complete familiarity of this setup to avoid unintended acceleration or loss of vehicle stability, engine,
manifold, turbo, exhaust or drivetrain damage. It is a pro-tuner, large turbo, high risk feature that is not
part of OTS maps. It should not be used on the public highways, and even if used on a dyno there is a risk
of melting straps or even having the vehicle break free from the dyno.

Whilst you can set something like -30 deg BTDC to stop the vehicle accelerating, when you press down on
the cruise control you will see “Temp map entry RPM” in the datalog that remembers the RPM when you
entered map 9. Map switch will also change.

You can enable proportional control of engine speed by altering the ignition retard to suit and set a gain
and max/min adjustment. “Ign adj ALS” in the datalog shows the adjustment being made.

Here are some starting numbers that set +-10 limit of adjustment from the -30 you may have populated
the ignition timing with (please note that you will have to retard the ignition timing table to get -30, just
the changes pictured only modify on top of this). -0.01 deg/RPM means that if you are 100 RPM over the
entry speed when you first hit DOWN on the cruise control, you will get 100 * -0.01 = -1 degree adjustment
so you would have -31 degrees. Our beta tester used +-15 and -0.015 gain with success. Be careful of signs
of values to avoid incorrect settings, test gradually and carefully and protect your engine and
people/property at all times

Dyno Spectrum Limited

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Please note that ALS is not included in OTS maps and is not really very useful for turbos that are small
enough to be supported by OTS maps. It is a custom tune or DIY tune feature only.

Map switching default values - important for ethanol/flex fuel custom tuning

Please note that by default, the “stock” binary you can download from the DS1 has stock values in every
map switch from 0-9. If you are using ethanol, you should populate the “Injector scaling ethanol” with eg
0.0481 ms/% as in OTS maps to suit E100 (this value includes stoich and density corrections). You will also
probably want leaner values in the Lambda setpoint for component protection map switches, again you
can use the OTS maps as an example or roll your own. In the settings we use in OTS, these lambda maps
are the main ones used to control lambda by engine load and RPM. Overall, be certain that all possibly
selectable map switches have correctly populated values including wastegate controls especially if you are
using different wastegate hardware or strategies...

Direct wastegate control

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For clarity we are showing this using the original tables rather than those in the map switches until the end
of this section. The original tables are used when flex fuel/map switch enable is 0. When flex fuel/map
switch enable is 1 as it is by default, the table contents (but not the axes) for (1) are edited in the map
switches.

The factory wastegate duty control (1) in the screenshot, uses exhaust mass flow (kg/h per turbo) vs
wastegate desired position (1=open, 0=pulled closed by vacuum) to lookup a desired wastegate canister
vacuum, which is then converted to wastegate duty cycle using (3).

If you change “WGDC direct with closed loop enable” to 1, then (2) (which is actually the same table as (1)
with different display scaling in the xdf) uses desired absolute pressure vs RPM to lookup a wastegate duty
cycle. (3) needs to be linearized and x axis extended to -1000 to make this work:

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Here the desired absolute pressure has been scaled from 1000hPa just coming onto boost to 3600hPa
(which requires upgraded pressure sensors to correctly control boost/fuel/timing) and RPM has been
scaled up to 8000 RPM. The lower left table has been linearised (note the -1000 replacing the -800 on the x
axis!) and no longer has any tuning value after that.

The equivalent values for the axes and the data from the above table when used in a map switch are as
below, but since the original strategy and WGDC direct are shared, the scaling is “wrong”:

The table data here is -10* the desired wastegate duty as it has not been rescaled, so you can just type in
-900 if you want 90% WGDC. The x and y axes should not be changed here because they are scaled for
display with the OEM strategy, and the axes in map switches are shared with the data you already fixed,
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but you can change the scaling of the axes and data in your own xdf to display them correctly for the new
strategy for any map switches you use if you wish. You will want to populate the table data appropriately
for all map switches in operation, including map 9 if used because the table looks quite different when
populated for direct WGDC control than the OEM strategy. Please note that when you copy data from one
table to another, the scaled data is copied as displayed, not the underlying binary data, so if you copy
between two tables with different display scalings in the xdf you will get unintended results. Please test the
system carefully and work up to full boost levels cautiously.

In the latest updates, the tables are now shown like this with correct scaling for axes and data to make it
easier:

Stage 4 maps on A8/S6/S7 use this method and stage 3 on RS6/RS7/S8.

38 Hz MAC valve

Setting this to 1 changes the original WGDC frequency from 300Hz to 38Hz. Please note that the MAC valve
must support this frequency, many are only 20Hz and then you will have very poor control and may see
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hardly any boost at 20% and all the boost at 30%. This has so far only just started testing on cars but has
been tested heavily on the bench with an oscilloscope.

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Brake Boosting

In order to add brake boosting you will need to go into TunerProRT and change the following values to
something similar to the values below:

USE EXTREME CAUTION IF USING BRAKE BOOSTING!!! THE CAR WILL CONTINUE TO ACCELERATE IF THE
THROTTLE PEDAL GETS JAMMED!!!!!!

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4 bar MAP and pre throttle sensors (4.0T SRM original kit)
These values are for the SRM 4 bar MAP sensor kit which has a custom MAP sensor that reads low enough,
along with the VAG 4 bar diesel sensors used before the throttles. New values shown in white, old values
shown in grey.

4 bar MAP and pre throttle sensors (4.0T SRM new kit)
The new SRM kit has the following values:

DSSGRAD, DSSOFS, DSVDGRAD, DSVDOFS are different to the original kit. PSRMX and PVDMX are still
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4000hPa. The -MN and U- values are stock or near enough to stock so they do not need to be altered and
are not in the xdf.

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Increasing boost beyond stage 4

Shown here are example values through the 4000- power band that could be used on eg TS1 turbos with
upgraded vacuum actuators. Apart from the changes to run 4 bar sensors, when running a modified OTS
map that uses Direct Wastegate Control (stage 3 on RS6/7/S8, stage 4 on S6/S7/A8), then the border the
max table in the area shown for air temperatures from 20 to 60C may need to be increased, I think here it
just got nudged up by 5 at 6500 RPM from OTS stage 4 to prevent it tapering boost after 6000 RPM as
much. Then it is simply a case of entering the pressure ratio you want in the compression ratio to protect
against overspeed (here 3.0 PR which translates to running down the 3000hPa column in the WGDC direct
table if the atmospheric pressure is 1000hPa).

It is up to you as the tuner to be responsible for using turbos and fuel systems that are capable of this,
running safe lambda and ignition timing and understanding that you cannot just boost forever and that a
few quick quarter miles are not the same as making the turbos and engine last a decade or more. If you
want to push to 3200hPa you could enter 3.2 in the compression ratio table and then you will run down
the right hand column of the WGDC direct table.

You can rescale the x axis of WGDC direct as you dare (eg up to 4000hPa and then use up to 4.0 PR targets).
Please remember that even a PR of 3.0 to run 3000hPa absolute or 2 bar boost (29 PSI) is about three
times higher relative boost than a stock S6/S7/A8 would run. They seem to hold together if the fuel and
timing are correct, but you are not just tickling the engine here and this is beyond where many other stock
engines would bend rods and fail catastrophically. You could very easily destroy your clutches, rear diff,
driveshafts or run out of driving talent.

If you are using pressure wastegates with 1 bar springs, your WGDC will probably be lower than the
80-90% used here to run 3000hPa absolute (3.0 bar absolute, 2 bar or 29 PSI relative). It will also depend
on intake design, as well as of course your elevation and temperature.

There is nothing to prevent use of direct WGDC control with smaller turbos, then you need to enter
sensible target pressure ratios and WGDC values in the tables. If using an OTS map as a base which runs
direct WGDC control designed for upgraded turbos, you will probably want to make the border the max
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load values more realistic so that they actually place a cap on boost as the charge temperature goes over
60C. You can log the load and see what it is for boost on your setup.

Increasing boost on stage 2 RS6/7 or stage 3 S6/S7/A8

Here is a worked example that has been used on a few stage 2 RS7 to increase boost and acceleration
beyond OTS. It can also be used on stage 3 S6/S7/A8 but note the higher compression ratio and think about
your clutches on S6/S7.

Please also see the notes in the previous section. Please also read the cautions and limitations below which
are the reasons why this is not offered as an OTS map because we need people to think about and be
informed about what they are doing and if this is a barrier they shouldn’t think about pushing further
without pro tuner supervision.

Use the stage 3 RS7 OTS (stage 4 if S6/S7/A8) because it has direct WGDC control which makes it easier and
more predictable to tune the boost control. This uses our custom code and table alterations to make it
work. Use the LP lines and HPFP pistons variant if you have these parts or wish to go over E25. Please note
that in cold air at sea level, you may hit the limits of upgraded fuel system parts.

Now you need to change the boost target, these are multipliers of atmospheric pressure:

(x axis is atmospheric pressure, y axis is RPM, table values are a multiplier of atmospheric pressure. So if
your atmospheric pressure is 1000mBar your absolute pressure target where it shows 2.900 will be
2900mBar which is 1.9 bar boost which is about 27.5 PSI. With the direct WGDC strategy this table
becomes a boost target because the intake pressure drop is set to 0.)

Please note that every copy (gasoline and ethanol) of all map switches that can be selected (0-7 by default)
should have these contents copied. You probably want to drop the 2.9 values to 2.7 for 91 octane or map 0.

Then you need to populate the WGDC table:

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(x axis is the pressure target corrected for atmospheric pressure, y axis is RPM, table values are initial
wastegate duty before battery voltage compensation and closed loop PID. The yellow line shows the path
the previous boost target table will use. At 3000 to 5000 RPM it is 2.9 or 2900mBar so it will look up where
the yellow line is which is half way between the last two columns, so 85% at 3000-4000RPM, 90% at
5000RPM. At 6000RPM the request is 2.7 or 2700mBar and at 7000 the request is 2.5 or 2500mBar, so it
will follow across, but the initial WGDC will be 100% as it is 100% in a block in this area.)

If you had used the TS1 boost requests from the previous section it would just run down the 3000mBar
column. People that think that anything going through the wastegates is wasted will easily be able to force
100% WGDC everywhere. If you are in this section then you know what you are doing and are fully
responsible!

These WGDC tables like the boost requests should be copied to gasoline and ethanol variants for all map
switches that can be selected (0-7 by default).

The closed loop (PID) boost control will then use these WGDC to aim for target and adapt/learn over a
number of pulls. If the boost target is not reached despite 90-100% WGDC, you should check for boost and
wastegate vacuum leaks. Some car and intake combinations without apparent leaks can be running
90-100% WGDC everywhere and only make 1.8 dropping to 1.4 bar at 7000 RPM even at sea level in cool
air. Occasionally the WGDC is a bit too much and the throttle position which is 225 at full throttle may drop
substantially even not during a gear shift. This is because the WGDC is too much and needs to be lowered
in this area. Often 10% is enough of an adjustment at the RPM and boost target where this happens,
smoothed in around to other cells following the general trend.

Please ensure that knock is controlled, best results are achieved with high octane or ethanol based fuels
(ensure adequate fuel pressure) and charge temperatures below 60C are best. There are a huge number
of assumptions in that sentence and they underpin why this is not in OTS, as it is actually rare in summer in
even moderate climates for all this to be achieved unless you use some or all of: plenty of ethanol, water
methanol injection, upgraded charge cooling, larger turbos. Without these, before the end of a quarter
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mile or sometimes even at the end of a 60-130 pull, the charge temperatures are already well over 60C and
the knock retard is coming in hard. People don’t want us to drop the boost like a stone at 60C or with
knock retard so that they get the best time, they don’t want us to retard too quickly before knock over 60C,
but it is pretty aggressive to tune like this.
Our ethos with the OTS maps is as near to normal as possible (eg 10 years plus) component lifetime even
allowing for the worst cases we can whilst providing a meaningful upgrade in performance. If you run like
this all the time and run it harder than average you leave your engine with no real margin for safety and
the charge temperatures go really high and the extra acceleration doesn’t last long. The above changes can
make about 0.5 second difference on 60-130mph though, but we don’t think that makes the tune “better”
according to our ethos. You could improve the time even more with 100% WGDC everywhere because that
initial torque at 60mph before it gets hot is going to start the pull hard.

Please remember that the gains on this platform and the boost levels used when tuning are very high
compared to other platforms and that you cannot just keep increasing the boost forever without
consequences. With that in mind we hope the above is instructional particularly to tuners new to the DS1
and the platform in how to optimise. We’ve concentrated on boost because the higher octane or ethanol
maps already have a good amount of ignition advance, and the gains from going leaner really aren’t worth
the risk.

Also please note that the S compressor wheels are generally cast, and that includes the S8. RS compressor
wheels are generally billet. Overspeed can destroy any compressor wheel, but cast ones may be more
susceptible. You will note that the table being used to control boost is used to limit overspeed. Whilst the
values are less than stock on RS models, they do not include the intake pressure drop. So by raising the
boost as shown you are deliberately increasing the factory settings that specify the speed limits for the
turbos.

Please review the disclaimer on the product page from where you ordered the DS1. You must not apply the
above if you do not know what you are doing and you must understand and accept the consequences.

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RS3/TTRS Tuning Tips

Below are some tips on what to set values to for cars that have larger map sensors and using aftermarket
boost control solenoids.

4 bar MAP and pre throttle pressure sensors scaling (DAZA)

Search for them like this and change them all:

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3/4 Port Boost Control Solenoid Settings (DAZA)

For this one you will need to change this table to be whatever the frequency of whichever 3 port or 4 port
boost control solenoid you are using. From there you will need to convert the period into frequency. The
equation for this is: T = 1 / f

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 T= Time period of 1 cycle

f= Frequency

From there you want to multiply it by 1000 to get it into a ms period.

So for a 33Hz mac valve lets say this would be a period table value of 30.30ms.

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How to fix checksums on old files when DS1 ECU code is updated
After updating the DS1, download and unzip the new xdf and any new OTS file. Then open TunerProRT:

File… Open bin… and choose the old file you want to update

XDF… Select xdf… and choose the new xdf.

Compare… Select compare bins and choose a new OTS:

Then open the Cal checksum item as above.

Click copy and save.

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In this case Torque reserve on 4.0T is a new map switch so we are going to copy and save the 350Nm value
for gasoline and ethanol in each used map switch (here 0-7 inclusive) too.

Then save the whole bin file with a new name by adding say _Fixed on the end before the .bin

Use the File tab on the DS1 to choose that file and send it to the DS1 in the way you normally would for a
custom tune.

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V10 main ignition timing ZWGRU

48 basic/main ignition maps in 29 out of 31 versions excluding early "MY14" Huracans

2 exhaust variations ExhVar5 (NA/EU and RoW regions)
*
2 fuel quality FlQlt1 (standard and low octane)
*
6 modes mostly related to injection strategy
*
2 exhaust valve timing
No charge flaps or valve lift variations which would increase it otherwise to 192 ignition maps.
Stock cals have identical tables for ExhVar5 and FlQlt1, DS1 uses coding changes to reduce
48 to 12 so that you don't have to copy changes:
Search [ZWGRU] (V: ExhVar5 = EU_NAR FlQlt1 = Standard) and you should get 36, ignoring
the axes, you've got 12 (see picture):

Injection modes are still active.

The ignition map in the map switches is suitable for switching for octane and ethanol because
it is used during high loads when everything is working well.
Assuming injection mode 4 ("Selection of the ignition angle map for the new type of
injection(InjSys_idxIgnAgNew) which is normal in the performance area of the load/RPM
tables when everything is working
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After flashing using the 1647 update (custom or OTS), the ignition tables that were
interpolated towards when intake or exhaust cam timing are away from target (eg IgCtl_ag
tables without “Out” in the name or KFZW) are not used because the interpolation is turned
off for both intake and exhaust cam timing errors. Injection modes “Basc” and “GDIPFI”
are collapsed into the main table (agStgy). Now only the main ignition tables in the map
switches are used when the injection mode is 4, and there are just two in the IgCtl folder
that are for GDI or PFI only that should be made safe (ie retarded to suit turbos). The others
are marked (UNUSED). There is no downside to this optimisation because all the tables
now unused contained the same stock values to the main table anyway, but this avoids
tuners having to change unnecessary duplicate tables that were not blended by ethanol
content, and some were not changing them when turbocharging leading to occasional
small ignition deviations from expected during eg wheelslip.

Please note that this discusses only ZWGRU and the way the lookup uses multiple maps and
can change with exhaust and intake valve timing off target, and injection modes. There are
more ignition tables to change for turbo engines in ZWMIN to be able to get enough enough
ignition retard, but they are limits to be altered rather than dynamic influences over the main
ignition target.

Dyno Spectrum Limited

Registered in Scotland No. SC637530
Registered Office: 272 Bath Street, Glasgow G2 4JR UK
info@[Link]
[Link] (beta) for use with WinOLS or other editors

[Link]

This allows a file to be monitored and pushed to the ECU when it changes. Browser cannot be used at the
same time and must be closed. [Link] can be used. It has been tested with OLS1007
[Link]

This is in beta and caution should be applied when tuning a running engine as with all realtime tuning. The
greatest risk is accidental/instant/unconfirmed changes to the calibration, or starting with the wrong file.

In the DS1 ECU tab we can see the last file flashed, so we download that from the file tab, close the
browser (so that [Link] can communicate with the DS1), then open the file in WinOLS and export
it with a new name/suffix (eg “mod”) without any data changes. Subsequent changes will be made to this
file.

Here we have selected the file (still matching what is flashed to the ECU), selected the IP address as we are
working on our LAN here, then clicked connect.

Dyno Spectrum Limited

Registered in Scotland No. SC637530
Registered Office: 272 Bath Street, Glasgow G2 4JR UK
info@[Link]
Here we have made three byte changes in WinOLS and they have been exported (manually or
automatically) to the same file name and sent to the ECU:

Dyno Spectrum Limited

Registered in Scotland No. SC637530
Registered Office: 272 Bath Street, Glasgow G2 4JR UK
info@[Link]
Now when you return after lunch and the ECU is back to the flash contents and you want to resume where
you left off. First you open the file that is in ECU flash and click Connect:

Dyno Spectrum Limited

Registered in Scotland No. SC637530
Registered Office: 272 Bath Street, Glasgow G2 4JR UK
info@[Link]
Then click Browse… and choose the last mod file and the changes will be pushed to the ECU:

Then you can continue editing the mod file in WinOLS. Finally when you want to cal flash it, this file
(starting MED17_1_1 or MED17_1_62 and [Link]) can be sent to the DS1 in the browser File tab (close
[Link] first) and cal flashed.

Dyno Spectrum Limited

Registered in Scotland No. SC637530
Registered Office: 272 Bath Street, Glasgow G2 4JR UK
info@[Link]
DAZA training videos
[Link]
[Link]
[Link]
[Link]
[Link]

DS1 J2534 driver

[Link]
Download and unzip.

Put [Link] in C:\J2534\ (make the directory)

Double click [Link] and allow its permission - this will add the DS1 as a J2534 device on your system.

Then if you are connected to DS1 WiFi, the DS1 can be used for CAN and ISO15765. It has been tested with
Vehical for TCU logging, and also tested with PCM flash to flash an ECU. Like many J2534 drivers, it is not a
complete implementation of all features and it should not be relied upon to flash ECUs with third party
software for which you have no backup recovery method. We accept no liability for bricked ECUs flashing
using third party software.

To use Vehical, no support is provided by us. It is a professional tool, well documented and works. When
we tested it, we used a nano wireless N USB WiFi dongle to connect to the DS1 WiFi and the laptop’s built
in WiFi to connect to the internet which Vehical needs to connect to its server to start a TCU log.

When using the J2534 driver, you cannot use TunerProRT for realtime tuning and cannot initiate a log with
DS2 once you’ve made a J2534 connection to the DS1.

Dyno Spectrum Limited

Registered in Scotland No. SC637530
Registered Office: 272 Bath Street, Glasgow G2 4JR UK
info@[Link]