Release history — legacy 1.x

Firmware changelogs from the 1.x series, under the product's earlier branding. They are kept here as a historical record of how the platform developed.

Current releases are on the Release notes page.

These are not current instructions. The 1.x series used different configuration software and its own configuration format. Do not follow the update procedures below on a 2.x device.

Reading these

Three themes run through the series and explain a lot about why the current software looks the way it does:

  • The torque model was built up in stages. A "FUEL model v2.0 (calc)" method arrives in 1.1.1, is revised to v3 in 1.1.2, and is progressively extended with flex fuel, injector dead time and staged injection. Those version numbers are the origin of the confusing Fuel Calculation v1 / v2 naming that release 2.1 finally replaced — see Renamed in 2.1.
  • The DBW modifier is a 1.0.17 feature built for ECUs that cannot handle a torque-reduction request. It is still present on the standalone drivers. It is not available on the OEM gateways — see Stated limitations.
  • Dual-clutch closed-loop control was the main development thread, and several releases require adaptations to be re-run because of it.

Compatibility break at 1.1

1.1.1 is not compatible with pre-1.1 configurations. At the time, a matching version of the configuration software for older firmware (up to 1.0.19e) remained available, and support for pre-1.1 was announced as ending shortly afterwards.

1.1.2

Torque model v2 was updated to v3. Fill in the required information and check the torque reading against real values.

Minimum and maximum gear definitions were added to general settings — until set, the unit uses only gear 1.

Adaptation impact: on dual clutches, OUTPUT and STATIC adaptations had to be redone, and DYNAMIC adaptation including take-up learning. On 8HP adaptation was unchanged, though erasing dynamic adaptation was suggested because of the torque model change.

General

  • Staged injection support for the torque calculation
  • Predefined fuel types alongside custom user-defined ones
  • Injector dead time and flex-fuel inputs per fuelling bank
  • CAN preset — Holley: Dominator / Terminator X MAX / Sniper version selection
  • CAN preset — Haltech: secondary injector pulse width
  • CAN preset — Porsche 911 991.0 GT3 added
  • Fault codes updated and expanded
  • Minimum, maximum and start gear definitions in general settings
  • Digital input invert option
  • Digital input pulse-width measurement mode
  • ECU cut and blip: blip Y-axis changed from load to delta RPM
  • Configuration software: assignment tab colouring by IO type; faults window refresh fix

ZF 8HP — closed-loop strategy updated.

Dual clutches — launch control with pre-load strategy; selector dynamic adaptation method; clutch pressure (kPa) outputs and status-bar monitor; raw shaft-speed channels and outputs; a health check stage that validates mandatory inputs and signal quality before static adaptation runs and inhibits it on critical faults. Input shaft speed target fix. DQ500 and PDK control method changed.

Still present: the Holley variant selection, the Haltech secondary injector pulse width, the fuel-type and dead-time configuration, and the digital input invert option are all in the current firmware — verified in the CAN entities and configuration schema.

Not found in the current firmware: staged injection, and a Porsche 991.0 GT3-specific preset. The minimum/maximum/start gear parameters exist for the dual-clutch and A960E drivers, but not for the 8HP OEM gateway.

1.1.1

A large set of dual-clutch closed-loop improvements. This release changed control methods for all transmissions and broke compatibility with pre-1.1 configurations.

All dual-clutch adaptations had to be redone, with a reset recommended before relearning. 8HP was unaffected.

General

  • IO live view summary, with the logger running
  • New torque calculation method: "FUEL model v2.0 (calc)" — described at the time as the preferred method for closed loop unless a reliable torque input was available
  • VW dash gear indication preset, 6 or 7 gear range
  • ECM digital gear indicator preset fixed

ZF 8HP — DBW modifier blips and cuts re-enabled. All 2–8 presets removed in preparation for the gear range table.

Dual clutches — control method changed for all units, requiring output adaptation; line pressure adaptation added at the end of static adaptation; both open and closed loop moved to adaptive clutch and line pressures with full closed-loop slip control; take-up dynamic adaptation softened for engines with unstable idle; closed-loop learning speed greatly improved; DBW modifier cut function enabled; open-loop line and clutch pressure control removed; current draw optimised.

This is where the v2 naming came from. The method introduced here as "FUEL model v2.0 (calc)" is the one release 2.1 renamed to Fuel + Air (arbitrated), precisely because v2 read as a revision of another method rather than as a distinct one.

1.0.19

General

  • Ecumaster CAN switchboard v3 preset
  • Holley ECU CAN preset (beta)
  • BMW E92 M3 ECU CAN preset (beta)
  • BMW F80/F30 dashboard and ECU CAN presets; F10 ECU preset improved
  • Power output fault codes; adaptation progress fault codes; adaptation status indicator in the logger and status bar
  • DBW modifier: strategies using pedal position as an axis now use raw pedal position, unaffected by a momentary blipped or reduced value
  • DBW modifier no longer requires two inputs and outputs — single-input setups supported
  • DBW modifier can be used alongside cut/blip tables and is no longer triggered by them; mode selected in general settings
  • Digital inputs and power outputs no longer generated automatically — created manually instead
  • Auto mode: multiple shifts with short verification times
  • MaxxECU CAN frame length verification

ZF 6/8HP — DBW modifier enabled for the 6HP family; torque converter clutch closed-loop decoupling control expanded.

Dual clutches — D and R engagement softened; fork selection algorithm improved; clutch quick-charge table, with separate take-up and shifting parameters; take-up pressure limit table by RPM and torque; cooling control improved.

Configuration software — DBW modifier table scaling fixed to %; tacho output assignment fix; adaptation progress indicator; logs, backups and CAN dumps relocated; presets no longer overwrite custom input assignments.

1.0.18

All dual-clutch transmissions required static adaptation to be redone, and adaptation now took longer. 8HP static adaptation was unaffected coming from 1.0.17.

General — MoTeC CAN preset fixed; timeout added to the Haltech preset; Duty and Time modes added to frequency inputs; DBW modifier blip target axis changed from load to shift delta RPM; VW MQB shifter support.

ZF 6/8HP — faults to monitor 8HP TCM hardware; take-up decoupling strategy; closed-loop downshift algorithm improved; N–D in-motion gear reinstate strategy.

Dual clutches — synchronisation strategy improved; selection and preselection greatly faster with reduced input lag; static adaptation expanded, potentially taking double the time; cold-start mode selection fixed on DQ500 and DL800.

Configuration software — general settings scaling for lower resolutions; IO summary view; datalogger ID duplication fault fix.

1.0.17

The release that introduced the DBW modifier, described at the time as being for drive-by-wire applications whose ECU does not support direct torque management requests — the unit modifies throttle position to execute blips and torque reduction during shifts.

Basic blip support was added to the closed-loop strategy, with the note that learning had to be run with blip enabled from the start.

General

  • 8HP closed-loop precision improved; downshift input lag greatly reduced
  • Basic blip support in the closed-loop strategy
  • Brake input modifier for 8HP take-up, with a strong recommendation to connect and assign a brake input, including over CAN
  • 6HP closed-loop strategy added
  • User-adjustable selector movement strength for dual clutches; selector strategy reworked
  • CAN presets added: Link G4+ (suggested), Emtron, MoTeC
  • Haltech IOBox B signals expanded; MaxxECU injection PW scaling fixed
  • Faults to monitor 8HP TCM hardware

Configuration software — general settings redesigned; a firmware loader function added; crash after very long CAN dump sessions fixed; USB communication improved.

The brake recommendation here became a requirement. Brake status is now a mandatory input on both OEM gateways — a missing one faults the driver. See the signal requirements matrix.

There is no Link G4+ preset in the current firmware. The entry above was a suggested mapping rather than a built-in preset, and no Link support of any kind exists today — verified across the firmware, the CAN entities and the configuration schema. Emtron and MoTeC, added in the same release, are both still present. Do not read this line as prior Link support.

Not included

1.0.14-2 BETA appears in the original index but is a configuration software release post, not a firmware changelog — it covers that software's CAN sniffer, log viewer, update notifications and config descriptions. The matching firmware post was never published. It is left out because this page is a firmware history.