I'm not finished with decoding this entirely but since you've asked here is what I have. I was going to get to this soon. There is an "extended response" service that can return any number of bytes, specified by the ECU. I've showed it previously without explanation in some of the previous screenshots.if #2 is right that is amazing, but there's only 6 bytes of data in a PID so i don't see how you fit all that in there. Can you post what the decoding math is?
it's very likely the same math is used across all the models so those equations would be useful.
Maybe. But I only see one item on 0x2101 that appears hybrid specific (state of charge), and that uses variable V, which happens to be the last variable used on that PID. So, perhaps they took a generic 0x2101 list and added on to the end of it?That 0x2101 in the sheet you uploaded is likely to not be valid for the 2GR since it includes prius specific things. but there's likely a big message with lots of data available on the 2GR also. This will massively increase our sample rate ability.
There's something you need to know. The PID definitions all changed in 2010. 2005-2009 is different from 2010+Those have to be for different software version. I could see the same byte listed twice as temp in one unit versus another. it would be odd but i could see it. but in this case there's no way those are on the same ECU.
Very true, those are the real advances, and it seems unlikely we will get them any way other than decoding them by your method.I've looked at the Prius lists before and to me they seemed to be of limited usefulness because of the focus on battery ECU PIDs and such.
I'm going to continue doing what I'm doing taking things one step at a time and making sure that for each step I have proper validation, contextualization, and verification. There's a lot more to get to this is like studying moon rocks - can't do them all all at once.
I don't know whether the knock and fuel PIDs have been covered anywhere else. These are real gold when it comes to tuning, and to my knowledge you seen it here first.
Or, option 3, you use whatever sensor you want and adjust the PID equation until you get the proper readings.Or, we hunt through the ECU binary file for the sensor calibration map and edit it to match the calibration of whatever sensor we choose.
Either way we can get an OBD2 display of one more temperature in addition to the IAT and the ECT, which could be useful in some situations.
There's another potential use that could be interesting. We hook up a resistor to the two terminals in order to lie to the ECU about the transmission temperature - on the chance that without a transmission temperature that ECU limits the power delivery.Very cool.
Or, option 3, you use whatever sensor you want and adjust the PID equation until you get the proper readings.
Perhaps, but that seems very unlikely to me at this point. Two reasons. 1: If they were going to limit power, they would do so at some level below normal OEM power, not ~80hp above. 2: If you were going to limit power and you have access to an electronic throttle body, why would you bother with any method other than closing the throttle (which they aren't doing).There's another potential use that could be interesting. We hook up a resistor to the two terminals in order to lie to the ECU about the transmission temperature - on the chance that without a transmission temperature that ECU limits the power delivery.