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I’m thinking of getting the m engineering m suite. I like the ability to quickly change tunes. Has anyone gotten this or another tune? Did it make a lot of difference?
Any thoughts?
 

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I’m thinking of getting the m engineering m suite. I like the ability to quickly change tunes. Has anyone gotten this or another tune? Did it make a lot of difference?
Any thoughts?
I have and absolutely love it. I purchased all their options and run aftermarket injectors, catless downpipes and MSO exhaust and have an E85 tune option as well - they are an outstanding bunch to work with and my 12C runs fantastic!

Stock turbos and those mods has my 12c running 4.9x 60-130 times on E85, 6.0 is the best I've done on 93 octane. I'll be going to the track in May to see how it does there as well.
 

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I’m thinking of getting the m engineering m suite. I like the ability to quickly change tunes. Has anyone gotten this or another tune? Did it make a lot of difference?
Any thoughts?

I second the above poster to the OP . Mengineering is the only way to go with a mclaren . I have been working with them on my car for over 2 years and they have been nothing but amazing to work with.

You can check out my Instagram if you want to see all the things they have done for me . Instagram.com/airdrieventador

But I have every single thing they offer and my car at over 1100whp runs flawless !
 

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Drop us a line anytime and we'll be happy to help answer any questions you may have!

And thank you to the above guys for the kind words!

[email protected]

949-444-2150
 
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Are you able to change factory softwares with the ecu in hand? Meaning changing stock mclaren software from one version to another..
 

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Are you able to change factory softwares with the ecu in hand? Meaning changing stock mclaren software from one version to another..
Yes, That is pretty straight forward, we have a pretty extensive repo of all stock ROMs & strategies for McLaren. We often times will update customers to the latest release from McLaren for their vehicle when we apply our calibrations.


Was there a certain strategy or ROM you had in mind?
 

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Yes, That is pretty straight forward, we have a pretty extensive repo of all stock ROMs & strategies for McLaren. We often times will update customers to the latest release from McLaren for their vehicle when we apply our calibrations.


Was there a certain strategy or ROM you had in mind?
Sounds good, well to be honest I have no idea what version of software I have, I have been told it is v13 v6. Does that mean anything to you guys? Could you shed some light if this is old or a newer version? I am in the middle east and the people are not very in the know with this stuff at the dealership, or they cannot be bothered to check.

I am having a flashing EML when the car is not warm, mainly in 1st gear at low RPM, DLD is fine, plugs have also been changed, car drives absolutely perfect apart from when I have been sitting in traffic and engine bay gets heat soaked and get a few misfires on peak boost but all okay again when the intake temps cool down.

Before I move forward with anything I would like to know what is going on with my ECU.

Thanks a lot
 

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Sounds good, well to be honest I have no idea what version of software I have, I have been told it is v13 v6. Does that mean anything to you guys? Could you shed some light if this is old or a newer version? I am in the middle east and the people are not very in the know with this stuff at the dealership, or they cannot be bothered to check.

I am having a flashing EML when the car is not warm, mainly in 1st gear at low RPM, DLD is fine, plugs have also been changed, car drives absolutely perfect apart from when I have been sitting in traffic and engine bay gets heat soaked and get a few misfires on peak boost but all okay again when the intake temps cool down.

Before I move forward with anything I would like to know what is going on with my ECU.

Thanks a lot
v13 v6 does not mean much to us unfortunately. The MDS typically will display the ROM ID under identification. Most MP4-12Cs are either a 11M2566CP.04, 11M2569CP.05, or a 11M2572CP.04. With the latter being the last update to the 12C that we're aware of. ROMs can also vary by Market. The NA(North America) market cars typically have slightly different calibrations than say Gulf or European spec.

If the car is running well, and it sounds like you've done your due diligence on troubleshooting it, it may be something off beat and less prone to failure like a crank trigger? How do you know the DLD isn't the issue?

Engine Roughness, the monitor that triggers a misfire DTC, is monitored in rev/sec/sec per cylinder. So a measure of the acceleration of engine rotation. These monitors are how we are able to precisely pinpoint the misfiring cylinder(s). McLaren has done a lot of stuff correctly with these cars but unfortunately the coil choice was not one of them, That is most likely your issue in traffic.

If M-Tuner was on your car we would be able to log these items however we completely understand if that is an avenue you don't want to go down until the car is mechanically sound.

Hope this helps a little,
 

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v13 v6 does not mean much to us unfortunately. The MDS typically will display the ROM ID under identification. Most MP4-12Cs are either a 11M2566CP.04, 11M2569CP.05, or a 11M2572CP.04. With the latter being the last update to the 12C that we're aware of. ROMs can also vary by Market. The NA(North America) market cars typically have slightly different calibrations than say Gulf or European spec.

If the car is running well, and it sounds like you've done your due diligence on troubleshooting it, it may be something off beat and less prone to failure like a crank trigger? How do you know the DLD isn't the issue?

Engine Roughness, the monitor that triggers a misfire DTC, is monitored in rev/sec/sec per cylinder. So a measure of the acceleration of engine rotation. These monitors are how we are able to precisely pinpoint the misfiring cylinder(s). McLaren has done a lot of stuff correctly with these cars but unfortunately the coil choice was not one of them, That is most likely your issue in traffic.

If M-Tuner was on your car we would be able to log these items however we completely understand if that is an avenue you don't want to go down until the car is mechanically sound.

Hope this helps a little,
thanks for your reply, yeah I thought as much, unfortunately I dont have the tools to read off the file but I know someone who does so maybe I can email the file across to you to add to your library. My car is gulf spec so probably very different from lets say a European calibration due to the climate. I might get it on the dyno soon to see what she's pushing. Apparently there was a software version for certain DLDs to stop this issue from happening and to stop the ecu picking things up that it shouldn't, have you heard of that? I came across some notes on the forum mentioning it with someone's repair. Would you have a UK calibration to hand at all? Stock form? Yeah I might change out all the coils but with no misfires on full boost with low intake temps, why should I? As if the coils were bad they wouldn't be able to supply the voltage needed for boost. The intake temps are too high. try high 50/60c thats whats causing my issues, hot intercoolers from sitting in traffic the fuel cant put up with those temps it seems. So would you say the misfire per cylinder strategy is very accurate then? The car is mechanically sound. Its my intake temps, when shes rolling its good as gold.
 

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Here is my personal complication of all software updates I ever found published for the MP4-12C.
I called it the "Software Update Historical Timeline".

YES... I know... I really might need help!

@mrvex, basically the ECM software no: 11M2569CP.05 does not exist in anything I have found publish here in the United States, even thought I have the software versions for Europe/ROW and Japan (in addition to the USA/Federal versions)

***(Point and click the image below for a full screen experience)
213795


Kevin
Supercar Garage - The McLaren Specialist
Kennesaw GA
 

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ounds good, well to be honest I have no idea what version of software I have, I have been told it is v13 v6. Does that mean anything to you guys? Could you shed some light if this is old or a newer version? I am in the middle east and the people are not very in the know with this stuff at the dealership, or they cannot be bothered to check.
Yes thanks Kev, M-engineering have mentioned that they come across this software version a lot though so was looking for some info..
 

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Yes thanks Kev, M-engineering have mentioned that they come across this software version a lot though so was looking for some info..
Hey Michael,

So now I'm curious what all your current software versions are for all modules in the vehicle? ***We can discuss via WhatsApp

Of course you are a different market from the US but I want to document and record all info regardless of the world location as I might be the only person seeking to document EVERYTHING possible for the P11 platform.

If anyone else has any info you can share with me regarding my quest for ANY P11 documentation please PM me!


Kevin
Supercar Garage - The McLaren Specialist
Kennesaw GA
 

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Here is my personal complication of all software updates I ever found published for the MP4-12C.

Kevin
Supercar Garage - The McLaren Specialist
Kennesaw GA
"Complication"! Now that's funny! 🤣 🤣
 
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"Complication"! Now that's funny! 🤣 🤣
Chuck, Thanks for calling me out!

Now I cannot go back and edit it... The mistake has been memorialized forever on the WWW.

"Compilation" was the intended word... I just lost the spelling bee today! LOL
 

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I think 11M2569CP.05 its a known number is a middle east variant probably. Coming from an ecu calibrator stand point, i REALLY cannot see Gulf cars running mapping like most of the rest of the world. Sorry, it just aint happening, If @M-Engineering ever show up and comment, I am sure they can share the differences.
 

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There is another layer past just the calibration ID. We refer to them as operating systems or OS's but different folks refer to them as different things, strategies, software build, etc....

Different OS's are recompiled code, this generally happens when they add in a calibratable table and accompanying logic that wasn't in a previous operating system to address an issue that may have arisen on older calibrations. There can be many calibration IDs for each operating system. Like you guys have already hit on it does appear that 11M2566CP.04 is the most common. We do business all over the world however most of our customers are from North America so that will skew the sample. Roughly 59.6% of the McLaren MP4-12Cs we have done are 11M2566CP.04 and it appears to predominantly be cars from that region. We also encounter roughly 17.0% of 11M2572CP.04, also N. American cars. We do see the 11M2569CP.05 variant from time to time (~8.50%) but it is mostly middle eastern and Australian vehicles that have that Cal ID.

When comparing 11M2569CP.05 vs 11M2566CP.04, which are both on the same OS, the largest differences are in misfire detection. There are roughly 30 tables between the two with differing data. Many of which appear to be very minor changes. The biggest change, however, appears to be tightening up the misfire thresholds at lower loads. Which reading back through the thread is very related to your current situation.

For instance, here is a picture of one of the many base reference values which are used in misfire calculations. 11M2569CP.05 is on top, 11M2566CP.04 is on the bottom.

214130



The Z data is an allowed acceleration change, y axis is a reference moment that is made up of a complex calculation of speed and torque, typically the lower the value the less torque is being applied. This is a base value which has many adders and factors which are modifying it based on engine conditions. Conditions such as TC Active, Overrun Active, Coolant Temp, Catalyst Heating, etc... Essentially that all equates to a threshold. If a particular cylinders "roughness" surpasses that acceleration threshold a misfire is counted. Having many misfires over a set amount of time can then trigger a DTC or really gnarly misfires will trigger a blinking CEL.

Here is a typical cold startup from a 720S I had handy showing engine roughness along with the engine roughness reference line(white), the reference line is moving as catalyst heating, air pumps, etc..turn off. The gradual decline is the engine temp factor decaying as the coolant comes up to operating temp.
214131


Long story short, it does appear that 11M2569CP.05 (Top) has decreased the allowable misfire threshold base. Particularly at low load and low RPM.

Apologies for not getting to this sooner, we've been very busy with a Porsche 992 Turbo / 992 Carrera / 718 GT4 Release.

We haven't forgot about you guys though! Our updated M-Tuner being released alongside 992 will now have the ability to read PCCU faults with McLaren specific descriptions now as well as ECU codes, along with all the other bells and whistles only available through M-Engineering.
 

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There is another layer past just the calibration ID. We refer to them as operating systems or OS's but different folks refer to them as different things, strategies, software build, etc....

Different OS's are recompiled code, this generally happens when they add in a calibratable table and accompanying logic that wasn't in a previous operating system to address an issue that may have arisen on older calibrations. There can be many calibration IDs for each operating system. Like you guys have already hit on it does appear that 11M2566CP.04 is the most common. We do business all over the world however most of our customers are from North America so that will skew the sample. Roughly 59.6% of the McLaren MP4-12Cs we have done are 11M2566CP.04 and it appears to predominantly be cars from that region. We also encounter roughly 17.0% of 11M2572CP.04, also N. American cars. We do see the 11M2569CP.05 variant from time to time (~8.50%) but it is mostly middle eastern and Australian vehicles that have that Cal ID.

When comparing 11M2569CP.05 vs 11M2566CP.04, which are both on the same OS, the largest differences are in misfire detection. There are roughly 30 tables between the two with differing data. Many of which appear to be very minor changes. The biggest change, however, appears to be tightening up the misfire thresholds at lower loads. Which reading back through the thread is very related to your current situation.

For instance, here is a picture of one of the many base reference values which are used in misfire calculations. 11M2569CP.05 is on top, 11M2566CP.04 is on the bottom.

View attachment 214130


The Z data is an allowed acceleration change, y axis is a reference moment that is made up of a complex calculation of speed and torque, typically the lower the value the less torque is being applied. This is a base value which has many adders and factors which are modifying it based on engine conditions. Conditions such as TC Active, Overrun Active, Coolant Temp, Catalyst Heating, etc... Essentially that all equates to a threshold. If a particular cylinders "roughness" surpasses that acceleration threshold a misfire is counted. Having many misfires over a set amount of time can then trigger a DTC or really gnarly misfires will trigger a blinking CEL.

Here is a typical cold startup from a 720S I had handy showing engine roughness along with the engine roughness reference line(white), the reference line is moving as catalyst heating, air pumps, etc..turn off. The gradual decline is the engine temp factor decaying as the coolant comes up to operating temp.
View attachment 214131

Long story short, it does appear that 11M2569CP.05 (Top) has decreased the allowable misfire threshold base. Particularly at low load and low RPM.

Apologies for not getting to this sooner, we've been very busy with a Porsche 992 Turbo / 992 Carrera / 718 GT4 Release.

We haven't forgot about you guys though! Our updated M-Tuner being released alongside 992 will now have the ability to read PCCU faults with McLaren specific descriptions now as well as ECU codes, along with all the other bells and whistles only available through M-Engineering.
You see this is exactly what I wanted to see and hear thanks a lot. Can you explain why 11M2569CP.05 has less tolerance? This is probably my issue and I am thinking about changing my calibration entirely due to this, the reason for this is probably due to temperature and fuel quality and these engines seem to be very susceptible to misfires. What are your thoughts on this? McLaren must have done testing with non specific region calibrations in the wrong region for testing purposes. Like the Death valley testing for example, so just trying to figure out as to why they would make these region changes.

Is the misfire table the only change in comparison with other calibration IDs then? For your reference, 11M2569CP.05 is mainly used in the middle east yes, all cars are running the same calibration as when MDS is plugged in and the tech selects the region, this is the latest default calibration available.

As I said I am thinking to change my calibration entirely but before I do I would like to make sure of the changes, as always @M-Engineering its great to hear from you.

Also are you aware of any additional safeties added into 11M2569CP.05? I am getting hesitation high rpm with a heatsoaked engine. Intake temps, around 140F when the car has been sitting in traffic for example..

Thanks
 
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