Tuning - Revision history

Kaleb Kircher: /* Fuel density and why the OEM under-scales it */

2026-04-30T16:35:26Z

Fuel density and why the OEM under-scales it

← Older revision		Revision as of 16:35, 30 April 2026
Line 81:		Line 81:
	==== Fuel density and why the OEM under-scales it ====		==== Fuel density and why the OEM under-scales it ====

			The ME7.5 Funktionsrahmen uses a gasoline density of '''0.7135 g/cc''' (petrol density at 15°C) for the KRKTE calculation, along with a valve correction factor of 1.05 (derived from 0.7135 / 0.6795 ≈ 1.05). The "textbook" density of gasoline is closer to '''0.755 g/cc''', and you will see that value referenced elsewhere in Bosch documentation.
	The Funktionsrahmen contains contradictory references for gasoline density:

		⚫	The OEM appears to have deliberately chosen the lower fuel density for the KRKTE calculation. This is not an error — it serves a specific purpose in the boost control loop.
	* '''BGKV section''' (MED17.1.62 page 8419): explicitly states ρ₀ₖₛ = 755 g/dm³ (0.755 g/cc) with LST = 14.7
	* '''KRKATE section''' (MED17.1.62 page 8765): uses a valve correction factor of 1.05, originally derived from 0.7135 g/cc (petrol density at 15°C, per the ME7.5 guide: 0.7135 / 0.6795 ≈ 1.05)
	* '''ME7.5 guide''': explicitly uses 0.7135 g/cc with the 1.05 correction factor

⚫	The OEM appears to have deliberately chosen the lower fuel density ~~(0.7135 g/cc)~~ for the KRKTE calculation. This is not an error — it serves a specific purpose in the boost control loop.

	Using 0.7135 g/cc instead of the "correct" 0.755 g/cc produces a slightly richer KRKTE (more fuel per load percent). When the ECU injects slightly more fuel than strictly necessary, the narrowband O2 correction and fuel trims compensate by reporting slightly less airflow from the MAF. This has a cascading effect:		Using 0.7135 g/cc instead of the "correct" 0.755 g/cc produces a slightly richer KRKTE (more fuel per load percent). When the ECU injects slightly more fuel than strictly necessary, the narrowband O2 correction and fuel trims compensate by reporting slightly less airflow from the MAF. This has a cascading effect:

Kaleb Kircher at 16:32, 30 April 2026

2026-04-30T16:32:52Z

@@ Line 78: / Line 78: @@
 *32MHz: 0.0001333
 *40MHz: 0.0001666 (rounded to 0.000167 in WinOLS due to precision braindamage)
 If you have a non-stock MAF sensor or housing:

Kaleb Kircher at 16:19, 30 April 2026

2026-04-30T16:19:37Z

← Older revision		Revision as of 16:19, 30 April 2026
Line 537:		Line 537:
	=== IAT effect on specified load and requested boost ===		=== IAT effect on specified load and requested boost ===

			==== The OEM philosophy ====
⚫	ME7.1 corrects ''both'' ~~the~~ specified ~~boost~~ ''and'' ~~load~~ ~~depending~~ on [[IAT~~]]s~~ (<code>tans</code>)

			The stock OEM calibration is designed to make the same ~250hp in every weather condition — 0°C winter mornings and 40°C summer afternoons alike. It does this by '''increasing''' boost when it's hot (to compensate for lower air density) and '''reducing''' load limits when IATs climb too high (to prevent knock). The result is a car that feels the same year-round. Consistent, predictable, and leaving a lot of power on the table when conditions are favorable.
⚫	Specified load max (<code>rlmx</code>) is corrected via KFTARX, ~~which results in~~ <code>rlmxko_w</code>, which ~~eventually~~ caps requested load (<code>rlsol</code>) via <code>rlmax</code>.

			You likely want the opposite philosophy: '''take advantage of cold air''' by allowing more boost and timing advance (cold, dense air is far less knock-prone), and '''protect the engine in hot air''' by reducing boost and timing before knock becomes a problem. A properly calibrated IAT strategy can safely make 10-15% more power on a cold day compared to a tune that ignores air temperature — power that the stock mapping deliberately throws away in the name of consistency.
	Note that if IATs go high enough, max specified load is pulled to prevent knock in the stock KFTARX.

			==== How ME7.1 handles IATs ====

		⚫	ME7.1 corrects ''both'' specified load and requested boost based on IAT (<code>tans</code>):

			'''Load limiting via KFTARX:'''

		⚫	Specified load max (<code>rlmx</code>) is corrected via KFTARX, producing <code>rlmxko_w</code>, which caps requested load (<code>rlsol</code>) via <code>rlmax</code>. In the stock calibration, KFTARX pulls load as IATs rise to prevent knock.

	* KFTARX - IAT correction for maximum specified load		* KFTARX - IAT correction for maximum specified load

			'''Boost scaling via <code>ftbr</code>:'''
	Specified boost (<code>pssol</code>) is calculated from requested load (<code>rlsol</code>)

	~~As IAT's go up, for~~ a given requested load, ME7.1 scales ~~the~~ boost via <code>ftbr</code> so ~~that~~ the ~~driver~~ ~~can~~'t ~~tell~~ ~~that~~ the ~~car~~ is ~~slow~~ in ~~hot~~ ~~weather.~~ It ~~can~~ do ~~this~~ ~~because~~ the ~~stock~~ ~~boost~~ ~~curve~~ is ~~relatively~~ ~~conservative,~~ ~~and~~ ~~there~~ is ~~plenty~~ of ~~headroom.~~ ~~FWFTBRTA~~ ~~adds~~ an ~~additional~~ ~~correction~~ to ~~this~~ ~~IAT~~ ~~correction~~ ~~factor<ref>[http://nefariousmotorsports.com/forum/index.php?topic=7134.0~~ ~~IAT~~ ~~effect~~ on ~~load~~ to ~~boost~~ ~~conversion]</ref>~~.		For a given requested load, ME7.1 automatically scales requested boost via <code>ftbr</code> as IATs change. Hot air is less dense, so the ECU requests ''more'' pressure to achieve the same cylinder fill. This is the mechanism that keeps the car feeling the same in hot weather — it's requesting more boost to compensate for the lower density air, which is exactly what you '''don't''' want when you're already near the hardware limits.

	* FWFTBRTA - IAT correction to <code>ftbr</code>		* FWFTBRTA - IAT correction to <code>ftbr</code>

	LDIATA ~~more~~ or ~~less~~ is ~~there~~ to ~~compensate~~ ~~for this~~, ~~such~~ that the ~~PID~~ ~~takes~~ ~~both~~ ~~IAT~~ ~~corrections~~ to ~~req~~ ~~boost~~ ~~into~~ ~~account~~.		LDIATA compensates for these IAT corrections in the PID, so that the wastegate duty cycle adjusts properly for the changing boost target.

			* LDIATA - LDR I-Regulator limit as a function of IAT

			==== Tuning strategy ====

			'''Cold air (low IATs):''' This is where your power lives. Cold, dense air resists knock better and packs more oxygen per unit volume. You want KFTARX to allow '''full''' (or even increased) load at low IATs. The stock KFTARX is conservative here — it leaves headroom that you can claim. If you have knock margin (monitor <code>dwkrz</code>), you can also advance timing via KFZW at high load points when IATs are low.

			'''Hot air (high IATs):''' This is where you protect the engine. As IATs climb, you want KFTARX to '''taper load downward''' — not to keep power consistent as the OEM does, but to keep the engine safe. Hot air is knock-prone, and the combination of high boost + high IAT + pump gas is where engines break. A sensible taper in KFTARX across rising IATs keeps requested boost from exceeding what the engine can safely handle.

			'''The <code>ftbr</code> trap:''' Even with a perfectly flat KFTARX and LDIATA, you will still see ''more'' requested boost as IATs rise because <code>ftbr</code> automatically increases the pressure-to-load ratio. This is the ECU's density compensation — it "knows" hot air is less dense and requests more pressure to hit the same load. If you are running enough boost that this density compensation could push requested boost anywhere near your MAP sensor ceiling, '''you should not be running a stock MAP sensor.''' Use a binary with the [http://nefariousmotorsports.com/forum/index.php?topic=3027.0 5120 hack] implemented and a MAP sensor with appropriate pressure limits for your setup (3 bar, 4 bar, etc.). Running closed-loop boost control near the sensor ceiling is asking for PID divergence — the integrator will wind up chasing a setpoint it can never measure. Size your MAP sensor for your boost target ''plus'' the IAT-driven <code>ftbr</code> overhead, and this is a non-issue.
	However, if you are running a lot of boost, and always want maximum performance, there is no point in increasing boost when it is hot, let alone reducing boost when it is cold. Also, as IATs rise, even with a perfectly flat KFTARX and LDIATA (see below), you will see ''more'' requested boost because the ECU knows that a higher P/R is required for a given cylinder fill (through the <code>ftbr</code> correction factor). To compensate, you may want to ''taper'' KFTARX across the board as IATs rise to keep your requested boost sane. Make sure LDIATA reflects those changes properly. Alternately, in theory, you should be able to find values for FWFTBRTA such that it cancels out the fixed IAT ftbr correction.

			With a properly sized MAP sensor, taper KFTARX downward as IATs rise to keep load requests safe, and make sure LDIATA reflects those changes. Alternately, you can construct FWFTBRTA values that cancel out the fixed <code>ftbr</code> correction entirely.
	In particular, be aware that the maximum requested boost is slightly above the maximum MAP reading. Readers who understand [[PID]]s should recognize that ''really bad things happen when the measured output cannot reach the setpoint.''

	Note that IATs do not affect <code>ldrlts</code> ~~here~~ in the same way it ~~scales~~ <code>rlmax</code>. ~~This~~ is ~~because~~ it is ''already'' ~~taken into~~ ~~account~~ when converting ~~boost~~ from KFLDHBN into <code>ldrlts</code>. Also note that ~~that~~ IAT correction ~~is just reversed again~~ when ~~req~~ load is ~~converted~~ back ~~into~~ ~~boost!~~		Note that IATs do ''not'' affect <code>ldrlts</code> (from KFLDHBN) in the same way they scale <code>rlmax</code> — the IAT correction is already accounted for when converting the pressure ratio from KFLDHBN into <code>ldrlts</code>. Also note that the IAT correction applied when converting load to boost is reversed when converting back — the corrections cancel out in the round-trip.

	=== Cam changeover effect on requested boost ===		=== Cam changeover effect on requested boost ===

Kaleb Kircher at 16:04, 30 April 2026

2026-04-30T16:04:17Z

@@ Line 106: / Line 106: @@
 '''Note that KFLF's description as "lambda" is a misnomer. It is not lambda at all. It is an injector on time scaling table where larger numbers are longer injector time, smaller numbers are shorter injector time.'''
-Also, you should always compare msdk_w (alpha-n estimated air flow) vs mshfm_w (measured airflow). If they are different, you will likely need to adjust WDKUGDN and the VE model in BGSRM accordingly. This will ensure that if you unplug the MAF or it fails, the car will run properly in alpha-n.
+Also, you should always compare msdk_w (alpha-n estimated air flow) vs mshfm_w (measured airflow). If they are different, the car will run poorly if the MAF fails or is unplugged. See the [[#Alpha-N calibration|alpha-n calibration]] section below for how to fix this.
 Finally, periodically check long and short term fuel trims (LTFT/STFT) from VCDS group 32/33. They can also be logged directly via rkat/fra/fr/usvk:

Nyet: /* Flashing utilities */

2026-03-01T09:25:23Z

Flashing utilities

← Older revision		Revision as of 09:25, 1 March 2026
Line 11:		Line 11:
	==Flashing utilities==		==Flashing utilities==
	You need some way to read and write files to the ECU. Some options are:		You need some way to read and write files to the ECU. Some options are:
	* The [http://nefariousmotorsports.com/forum/index.php?topic=12861.0 Nefmoto Free ECU Flashing Software] and an eBay USB VAG KKL FTDI FT232 based cable (~~note~~ ~~that '''~~a CH340 based cable ~~will not work'''~~). Does not rely on [[boot mode]], but ~~'''will~~ ~~not~~ flash bricked ECUs because ~~bootmode~~ ~~support~~ is ~~not~~ ~~complete'''~~. You can also use (recent) VCDS (Ross-tech) cables with Nefmoto, but '''you may have to disable "intelligent mode" in the VCDS setup dialog''' (intelligent mode causes the VCDS driver software to constantly poll the cable in the background, which may interfere with non VCDS apps). For more information, see the [http://nefariousmotorsports.com/forum/index.php?topic=6537.0title= Nefmoto Flashing Guide.] If you want to use the RossTech cable as a standard OBDII cable on a COM port (not just USB), install [http://www.ross-tech.com/vag-com/usb/virtual-com-port.html RossTech's VCP driver]. Make sure you uninstall all of their other drivers first. Also, when you upgrade VCDS, do not let it install drivers over your VCP drivers.		* The [http://nefariousmotorsports.com/forum/index.php?topic=12861.0 Nefmoto Free ECU Flashing Software] and an eBay USB VAG KKL FTDI FT232 based cable (or a CH340 based cable). Does not rely on [[boot mode]], but can also flash bricked ECUs because boot mode was recently added. You can also use (recent) VCDS (Ross-tech) cables with Nefmoto, but '''you may have to disable "intelligent mode" in the VCDS setup dialog''' (intelligent mode causes the VCDS driver software to constantly poll the cable in the background, which may interfere with non VCDS apps). For more information, see the [http://nefariousmotorsports.com/forum/index.php?topic=6537.0title= Nefmoto Flashing Guide.] If you want to use the RossTech cable as a standard OBDII cable on a COM port (not just USB), install [http://www.ross-tech.com/vag-com/usb/virtual-com-port.html RossTech's VCP driver]. Make sure you uninstall all of their other drivers first. Also, when you upgrade VCDS, do not let it install drivers over your VCP drivers.

	* [http://www.nefariousmotorsports.com/wiki/index.php/Galletto_1260_Flashing_Cable Galletto 1260 cable] and [http://nyet.org/cars/files/apps/Proper%20english%20Galletto.rar software] - Useful in an emergency to recover a bricked ECU. You may have to flash your ECU using [[boot mode]] for it to work if your ECU is bricked. However, it may also work w/o [[bootmode]] (unlike Galletto 1250).		* [http://www.nefariousmotorsports.com/wiki/index.php/Galletto_1260_Flashing_Cable Galletto 1260 cable] and [http://nyet.org/cars/files/apps/Proper%20english%20Galletto.rar software] - Useful in an emergency to recover a bricked ECU. You may have to flash your ECU using [[boot mode]] for it to work if your ECU is bricked. However, it may also work w/o [[bootmode]] (unlike Galletto 1250).

	The most popular combination is a cheap eBay USB VAG KKL cable used with the [http://www.nefariousmotorsports.com/wiki/index.php/NefMoto_ECU_Flashing_Software Nefmoto Free ECU Flashing Software]. However, it is good to have Galletto software and [http://www.nefariousmotorsports.com/wiki/index.php/Galletto_1260_Flashing_Cable cable] handy to rescue a "bricked" ECU using boot mode. It is possible to make most (non-Galletto bundled) FTDI USB based cables work with the Galletto software, but it requires hex editing the executable so that the software looks for<ref>[http://nefariousmotorsports.com/forum/index.php?topic=639.msg22346#msg22346 Hex editing the Galletto executable to work with other FTDI based cables]</ref><ref>[http://nefariousmotorsports.com/forum/index.php?topic=3088.msg30597#msg30597 Hex editing the Galletto executable to work with other FTDI based cables]</ref> or alter the serial number stored in the cable using MProg.<ref>[http://nefariousmotorsports.com/forum/index.php?topic=3088.msg31072#msg31072 Using MProg to recode a USB/KKL cable]</ref>		The most popular combination is a cheap eBay USB VAG KKL cable used with the [http://www.nefariousmotorsports.com/wiki/index.php/NefMoto_ECU_Flashing_Software Nefmoto Free ECU Flashing Software]. However, it is good to have Galletto software and [http://www.nefariousmotorsports.com/wiki/index.php/Galletto_1260_Flashing_Cable cable] handy to rescue a "bricked" ECU using boot mode if you can't get the Nefmoto flasher to work in boot mode. It is possible to make most (non-Galletto bundled) FTDI USB based cables work with the Galletto software, but it requires hex editing the executable so that the software looks for<ref>[http://nefariousmotorsports.com/forum/index.php?topic=639.msg22346#msg22346 Hex editing the Galletto executable to work with other FTDI based cables]</ref><ref>[http://nefariousmotorsports.com/forum/index.php?topic=3088.msg30597#msg30597 Hex editing the Galletto executable to work with other FTDI based cables]</ref> or alter the serial number stored in the cable using MProg.<ref>[http://nefariousmotorsports.com/forum/index.php?topic=3088.msg31072#msg31072 Using MProg to recode a USB/KKL cable]</ref>

	One downside to using a [[boot mode]] flasher is that it cannot clear the "Error is P0601- Internal Control Module - Memory Checksum error." DTC. You MUST use flashing software that uses the VAG programming protocol, such as the Nefmoto flashing software, to clear this code.<ref>[http://www.nefariousmotorsports.com/forum/index.php/topic,265.msg5552.html#msg5552 Nefmoto flashing software]</ref> HOWEVER, if you don't currently have this code, ~~bootmode~~ flashing will not cause it, it just won't remove it.		One downside to using a [[boot mode]] flasher is that it cannot clear the "Error is P0601- Internal Control Module - Memory Checksum error." DTC. You MUST use flashing software that uses the VAG programming protocol, such as the Nefmoto flashing software (not in boot mode), to clear this code.<ref>[http://www.nefariousmotorsports.com/forum/index.php/topic,265.msg5552.html#msg5552 Nefmoto flashing software]</ref> HOWEVER, if you don't currently have this code, boot mode flashing will not cause it, it just won't remove it.

	If you plan on doing any flashing, it is strongly recommended to always have a ~~bootmode~~ setup available in case you brick your ECU.		If you plan on doing any flashing, it is strongly recommended to always have a boot mode setup available in case you brick your ECU.

	== Tuning your ECU ==		== Tuning your ECU ==

Nyet: /* Part throttle LTFT */

2024-10-26T00:36:43Z

Part throttle LTFT

← Older revision		Revision as of 00:36, 26 October 2024
Line 251:		Line 251:
	* NOLRA (0x18CD5?) - set to 5<ref>[http://nefariousmotorsports.com/forum/index.php?topic=945.msg19185#msg19185 disabling LTFTs]</ref> or 7<ref>[http://nefariousmotorsports.com/forum/index.php?topic=13537.msg138330#msg138330 disabling LTFTs]</ref>		* NOLRA (0x18CD5?) - set to 5<ref>[http://nefariousmotorsports.com/forum/index.php?topic=945.msg19185#msg19185 disabling LTFTs]</ref> or 7<ref>[http://nefariousmotorsports.com/forum/index.php?topic=13537.msg138330#msg138330 disabling LTFTs]</ref>

	Use this [https://github.com/nyetwurk/trim-heatmap Trim Heatmap tool] to show what adjustments in KFKHFM should be made to correct for any intake changes. Note this assumes your fueling is stock or perfectly tuned. It is only meant to tune ~~`KFKFHM`~~ once ~~you~~ `KRKTE` and `TVUB` are set up correctly. The more data you have, the more accurate it will be.		Use this [https://github.com/nyetwurk/trim-heatmap Trim Heatmap tool] to show what adjustments in KFKHFM should be made to correct for any intake changes. Note this assumes your fueling is stock or perfectly tuned. It is only meant to tune KFKHFM once your KRKTE and TVUB are set up correctly. The more data you have, the more accurate it will be.

	==Consumption==		==Consumption==

Nyet: /* Part throttle LTFT */

2024-10-26T00:35:32Z

Part throttle LTFT

← Older revision		Revision as of 00:35, 26 October 2024
Line 247:		Line 247:
	Once you have got both partial throttle and WOT exactly where you want them, go back and clean up TVUB according to your idle STFTs/LTFTs as needed.		Once you have got both partial throttle and WOT exactly where you want them, go back and clean up TVUB according to your idle STFTs/LTFTs as needed.

	You may also simply want to disable LTFTs while you are fine tuning part/idle throttle. '''Make sure you restore it to stock when you are done tuning.''' You can use this [https://github.com/nyetwurk/trim-heatmap Trim Heatmap tool] to show what adjustments in KFKHFM should be made to correct for any intake changes. Note this assumes your fueling is stock or perfectly tuned. It is only meant to tune `KFKFHM` once you `KRKTE` and `TVUB` are set up correctly.		You may also simply want to disable LTFTs while you are fine tuning part/idle throttle. '''Make sure you restore it to stock when you are done tuning.'''

	* NOLRA (0x18CD5?) - set to 5<ref>[http://nefariousmotorsports.com/forum/index.php?topic=945.msg19185#msg19185 disabling LTFTs]</ref> or 7<ref>[http://nefariousmotorsports.com/forum/index.php?topic=13537.msg138330#msg138330 disabling LTFTs]</ref>		* NOLRA (0x18CD5?) - set to 5<ref>[http://nefariousmotorsports.com/forum/index.php?topic=945.msg19185#msg19185 disabling LTFTs]</ref> or 7<ref>[http://nefariousmotorsports.com/forum/index.php?topic=13537.msg138330#msg138330 disabling LTFTs]</ref>

			Use this [https://github.com/nyetwurk/trim-heatmap Trim Heatmap tool] to show what adjustments in KFKHFM should be made to correct for any intake changes. Note this assumes your fueling is stock or perfectly tuned. It is only meant to tune `KFKFHM` once you `KRKTE` and `TVUB` are set up correctly. The more data you have, the more accurate it will be.

	==Consumption==		==Consumption==

Nyet: /* Part throttle LTFT */

2024-10-26T00:34:55Z

Part throttle LTFT

← Older revision		Revision as of 00:34, 26 October 2024
Line 247:		Line 247:
	Once you have got both partial throttle and WOT exactly where you want them, go back and clean up TVUB according to your idle STFTs/LTFTs as needed.		Once you have got both partial throttle and WOT exactly where you want them, go back and clean up TVUB according to your idle STFTs/LTFTs as needed.

	You may also simply want to disable LTFTs while you are fine tuning part/idle throttle. '''Make sure you restore it to stock when you are done tuning.'''		You may also simply want to disable LTFTs while you are fine tuning part/idle throttle. '''Make sure you restore it to stock when you are done tuning.''' You can use this [https://github.com/nyetwurk/trim-heatmap Trim Heatmap tool] to show what adjustments in KFKHFM should be made to correct for any intake changes. Note this assumes your fueling is stock or perfectly tuned. It is only meant to tune `KFKFHM` once you `KRKTE` and `TVUB` are set up correctly.

	* NOLRA (0x18CD5?) - set to 5<ref>[http://nefariousmotorsports.com/forum/index.php?topic=945.msg19185#msg19185 disabling LTFTs]</ref> or 7<ref>[http://nefariousmotorsports.com/forum/index.php?topic=13537.msg138330#msg138330 disabling LTFTs]</ref>		* NOLRA (0x18CD5?) - set to 5<ref>[http://nefariousmotorsports.com/forum/index.php?topic=945.msg19185#msg19185 disabling LTFTs]</ref> or 7<ref>[http://nefariousmotorsports.com/forum/index.php?topic=13537.msg138330#msg138330 disabling LTFTs]</ref>

Nyet: /* Logging utilities */

2024-10-26T00:33:04Z

Logging utilities

← Older revision		Revision as of 00:33, 26 October 2024
Line 48:		Line 48:
	# A wide-band O2 sensor if you are not using stock fueling. A tailpipe sniffer is fine, as long as you have test-pipes and no pre-cats in your downpipes.		# A wide-band O2 sensor if you are not using stock fueling. A tailpipe sniffer is fine, as long as you have test-pipes and no pre-cats in your downpipes.
	# [http://nyet.org/cars/ECUxPlot/ ECUxPlot] to graph logs. Also has a HP/TQ calculator and various other tools.		# [http://nyet.org/cars/ECUxPlot/ ECUxPlot] to graph logs. Also has a HP/TQ calculator and various other tools.
			# [https://github.com/nyetwurk/trim-heatmap Trim Heatmap tool] - Plot STFT heatmaps from your ME7Logs to assist tuning KFKHFM!
	=== RS4 K-box logging ===		=== RS4 K-box logging ===
	There is a bug in the K box file <ref>[http://nefariousmotorsports.com/forum/index.php?;topic=14119.0 Allow logging start before motor is running]</ref> which forces you to connect only once the car is running.		There is a bug in the K box file <ref>[http://nefariousmotorsports.com/forum/index.php?;topic=14119.0 Allow logging start before motor is running]</ref> which forces you to connect only once the car is running.

Nyet: /* Tuning your ECU */

2024-10-26T00:32:49Z

Tuning your ECU

← Older revision		Revision as of 00:32, 26 October 2024
Line 36:		Line 36:
	#* [http://www.ecufix.com/shop/ ECUFix] - $150 - Stand alone checksums correction utility		#* [http://www.ecufix.com/shop/ ECUFix] - $150 - Stand alone checksums correction utility
	#* [https://github.com/nyetwurk/ME7Sum ME7Sum] - Open source ME7.x checker/corrector. Currently under development!		#* [https://github.com/nyetwurk/ME7Sum ME7Sum] - Open source ME7.x checker/corrector. Currently under development!
	#* [https://github.com/nyetwurk/trim-heatmap Trim Heatmap tool] - Plot STFT heatmaps from your ME7Logs to assist tuning KFKHFM!

	== Logging utilities ==		== Logging utilities ==