Technical MultiEcuscan setup

[Pugglt Auld Jock]

You need an OBD interface and a yellow lead. With the direct connection you can read from the engine module and a few others, but you need the yellow lead to connect to modules such as ABS, airbag, body computer, etc.

If you are going to keep the car, or buy another Fiat or Alfa, a MES kit from Gendan UK is a very worthwhile investment. If you buy from them you are guaranteed to get an interface that works, a yellow lead that works and a proper licensed version of MES.

Then you will be able to interrogate any module on the car as well as perform actuator tests as well.

Can I add that you are also buying into their experise. I decided, after a lot of soul searching, to buy the multiplexed version from them and, although it's a fair bit more expensive, I don't regret spending the money for the convenience of, for instance, being able to quickly do a whole vehicle scan before starting work on it. I've had some quite in depth conversations with them regarding diagnostics and they really know their stuff.

You mention being able to access most modules and do actuator activations - which is very useful - One of the things I find particularly useful is being able to graph sensor outputs. For instance, graph an O2 sensor output and you can see at a glance whether it's doing what it should. Likewise for many others, crankshaft and camshaft outputs, coolant temperature sensors and many others, so much more easily assessed as a graphed line. This is one major reason why I like a PC based scanner. The screen is nice and big so graph resolution is good especially when looking for minor variations in sensor outputs.

 

[Eltezz]

All agreed, I simply did not want to overload the OP with too much detail. I wouldn’t be without it, MES is capable of much that the official Witech 2.0 system can do for a fraction of the price.

 

[Pugglt Auld Jock]

All agreed, I simply did not want to overload the OP with too much detail. I wouldn’t be without it, MES is capable of much that the official Witech 2.0 system can do for a fraction of the price.

Absolutely. When you're starting from a low base line it can all seem pretty daunting and you shouldn't kid yourself it's going to be easy. However this kit is very affordable and lets you grow with it as your ability grows. One great thing I quickly discovered is that the components themselves produce very similar outputs no matter what the vehicle. So, once you know what, for instance, an O2 sensor output looks like then it's going to look very similar and suffer the same problems, on another manufacturer's vehicle (oh, ok then, some of the Japanese stuff uses a different "fuel ratio" type, but most don't unless you start looking at very late model vehicles). So what I'm saying is there's a lot of crossover between makes so once you've got your head round it you'll find it probably works for your friends car and your father in laws and, pretty much, uncle Tom Cobley and all! Then you're going to have to buy a more generic scanner because the MES only works really well on Italian cars! Also it's quite difficult to mess things up with MES so you can experiment away with things and are unlikely to do anything dramatic! Also when you click on an action there's a help column appears on the right side of the screen telling you what it does and how to do it. Try the simulate mode, you can learn a lot from it. I'll shut up now before I make a fool of myself by pretending I know more than I do!

Edit. You can download the software free here: https://www.multiecuscan.net/ and experiment with the simulation. then go on to buy the interfaces and software licence if you think it's what you want. The free version has limited functionality if you buy the interface leads but you really need to license it for any serious use - not expensive in the great plan of things.

 

[rmjbn1]

The yellow lead is for airbag, not the red lead. This is incorrectly stated on the Gendan site, by the way...

Thanks Eltezz
Huh, that's interesting though. Not only Gendan, I think every reference I've seen lists the red lead as the airbag one.
Happy to be corrected.
All the DTCs my car has thrown up have been read by plugging the interface directly to the OBD port, so I haven't had any need to use any of the adaptors yet.
I only got the full set as it was recommended on here as a reliable interface for MES (after my first cheap bluetooth ELM did nothing but blink at me).

 

[euroben]

Clean the VVT solenoid screens thoroghly, soak in clean oil before replacing then take it out and rev it past 4000 quite a few times. If you dont see an immediae improvement Id be suprised. Under 3600rpm they dont pull strongly. If you want speed you need to demand it! Sedate driving means the VVT stays closeda lot more and they get sticky quite quickly.

Does the twinair have this problem as well?

 

[The Panda Nut]

Does the twinair have this problem as well?

No. Twin air has no inlet camshaft. Its all hydro- electronic computer supervised valve actuation. Clever, astonishingly effective and muderously expensive if it goes wrong. But quite a lot of fun. My TA is coming up to 30kmilez so hopefully still a youngster

 

[Pugglt Auld Jock]

No. Twin air has no inlet camshaft. Its all hydro- electronic computer supervised valve actuation. Clever, astonishingly effective and muderously expensive if it goes wrong. But quite a lot of fun. My TA is coming up to 30kmilez so hopefully still a youngster

Just thought I'd jump in here because I'm very interested in variable valve geometry setups. There have been quite a number of attempts at this over the years and some designs have employed valves actuated by hydraulics and/or electronics completely independent of mechanical linkage to the crankshaft in any way. There's many advantages in being able to control valve opening and closing in this way but it's an expensive way of doing it so, as far as I know, it's never made it's way into a mass produced road going engine?

That notwithstanding, I got very excited when Honda decided to turn their VTEC engine design - which was heavily slanted towards producing power, and very successful at it it was too - towards maximising economy. They called this i-VTEC (Intelligent VTEC). Here's an excellent video which shows how it works:

Especially interesting is how it holds the inlets open long past BDC and keeps the throttle butterfly open fully when in it's economy operating mode, thus virtually eliminating, or at least substantially reducing pumping losses. I took several test drives in a Civic estate with this engine and very nearly bought one some years ago but had to ditch the idea when we found that the diminutive Mrs J couldn't find a comfortable driving position where she could both see the slightly strangely positioned digital speedo and be able to fully depress the clutch pedal. I liked the car a lot and really regret not buying one.

Now though I have the FIAT Multiair system to interest me and I've been looking at it for some time now trying to understand exactly how it works and it's weaknesses, especially as the new Firefly Global Engine uses a version of it. It does have what at first glance looks like a conventional camshaft, but it only operates the exhaust valves directly. On the inlet side the cam lobes operate pumping plungers which compress the engine oil and shoots it down drillings to hydraulic cylinders above the inlet valves. Basically, when the cam depresses the pumping plunger oil is transferred to the cylinder above the relevant valve which then depresses the valve stem and causes the valve to open. What a complicated way to do it? But then you have to understand the "clever" bit. Half way between the pumping plunger and the cylinder above the valve there is an electronically controlled bleed off valve. If this valve is fully open when the pumping plunger is depressed by the cam lobe then the oil bleeds back into the engine without causing that inlet valve to open at all. If the bleed valve is closed all the oil ends up acting on the inlet valve which will be fully opened. Still sounds like a very complicated way to do what camshafts have been doing with valves for many years though? Well, the clever bit is that the electronics can independently open and close the oil system as it likes so bleeding off or not bleeding off oil in this small pressurized system as it likes thus exercising flexibility over when the valve opens and closed in a way no purely mechanical camshaft and follower design can. This allows even more flexibility than the more mechanical system the Honda used so allows even more control over reducing pumping losses, economy and power production - It's very, very clever. Here's a video which demonstrates the main principles:

When you throw in some VVT control then it all becomes super interesting.

Hope you enjoy the videos and can understand my description of how I think the systems work.
The Honda uses a hydraulically operated locking pin to lock the rocker arms together when in "high power" mode and, interestingly I found you could feel that locking in at around the 4,000 rpm mark on the ones I drove. If you kept it below that it was a very docile and driveable engine which I liked because you knew that driving at lower revs fuel consumption was being maximised. If you really needed it though the noticeable extra "punch" was there simply by hanging onto the gears for longer.

The FIAT system, because it has much greater control over valve operation, has considerably greater potential but, whereas the Honda has proved to be reliable and only uses the hydraulics to slide the locking pin on the rocker arms, the FIAT system is hydraulically depressing and releasing the plungers on every revolution of the cam. Think about how often, fast and violently a valve is being operated at even moderate engine revs and this system worries me. The control the system allows is however, indisputable. Using the correct engine oil is not only very important for the survival and long life of the mechanical parts of the system but also seems, from what folk on here who run them have posted, critical to the correct operation of the hydraulics. repairs to the hydraulic block seem to be cripplingly expensive and some parts are only available as a complete unit.

So. Considering whether I'd ever buy and run one? The conclusion I've reached so far is that I might buy a new one where I would be fully in control of ensuring all maintenance was rigorously carried out to schedule and all the correct lubricants and filters etc were used. Don't think I'd risk a used one no matter what it's service book looked like.

I'm looking forward now to reading posts from you folk who do run Multiairs and twinairs and telling me how good they are. As a parting shot. The girl who lives in the flats opposite us has a very trendy 500 Twinair. It's grey with a black roof and black trim including black alloys. She has just had it professionally valeted today and it looks a million dollars - all nice and shiny! However, it sounds absolutely terrible when she starts it up! sounds like everything is knocking and rattling away as if it's about to self destruct at any moment! - I don't know where she gets it serviced but would love to know!

 

[The Panda Nut]

Well in terms of drivability and power delivery the TA is truly astonishing. There is no doubting its effectiveness. My TA would knock spots off a decent two litre car from not so many years back. I had a Colt Galant which was a pretty decent thing with balancer shafts making it a smooth if not particularly powerful two litre engine. The TA 874cc unit would walk all over it in terms of power torque and perforance. When you take the economy into account alongside the powere output and its mighty impressive. Taken asa sub 1 litre car 37 - 45 mpg is poor but compared with similar power outputs its good. I have extracted over 60mpg on a long run now I have an understanding of the engine and what goes on so I am now a convert.

On the maitenance front Im with you all the way. Oil in this car must lubricate the engine. Two cylinder with a power output at 100BHP per litre doing this much work must put a LOT of stress on the oil, however good the internal bearings etc are. The stresses are going to be similar to very high powered sports cars. On top of this battering the oil must also both operate and lubricate the Uniair unit operating at high pressure, high temperature and extraordinarily high speed. THe unit involved is effectively non serviceable so feels like the sword of doom hanging over my head.

Would I buy another one? You bet your posterior I would, and in a heartbeat. When people say they are a hoot they are so right. The car will potter about like an old Topolino, or you can belt along at really quite outrageous speed, though the driving characteristics are differrent to anything else I have ever driven, sharing as much in common with diesels as petrol engines in an odd way. Extending to full revs is unproductive as the power drops off at high revs. This may well be by design as its a smooth transition. But changing up just below 5000 rpm and using the urge from the turbo is notably quicker.

I do think about engine and uniair unit life all the time, as well as the DMF and have adjusted drivng significantly. But even with this in the back of my mind the TA can cover ground at very impressive speed, and overtaking lorries, even in groups of two or three is done with great ease, it always suprises me how I can blast past queues gathering on roads like the A17. Ive posted before about its towing prowess too, but I think about engines stress even more when towing so I dont think its going to be used for really heavy stuff and Iewould always take it steady. Thats sensible anyway with a light weight small car. I had a race with my daughter in her 1.2 the other day. It was amusing to drive past with ease when she was gunning it at full stretch trying to prevent me. Im still having a ball on that one!

If the uniair unit parts were freely available, and if Fiat knew diddly squat about how the system works and how to service it, or indeed gave a fig about maintenance at all, it would have been a massive and roaring success. Its a shame it took so long for the multiair to arrive, it might have been something, but for now its going on the list of things that never caught on. If say VAG Audi has taken it up it would have been different. Fiat using the engine at all is pretty staggering as they have not been known for high pace development of the introduction of much new stuff for the best part of 50 years. I don't decry their evolutionary approach, the little 1.2 Panda engine is quite a gem when it running right and proof to me at least that I prefer this way, to quickly developed poor quality engines seen quite often in small cheap cars.

I hope my TA will run on for a lot more miles yet and if it dies I'm almost certainly going to have the car converted to battery power when then time comes as there is nothing on sale, at any price I would rather have. ALL the modern stuff is just too big. Its utterly wasteful on fuel caring round a huge barge of a car when its almost always unladen v's its capacity. I do hanker for an XF or XJ Jag but size and running costs are mad. Why not just burn £20 notes on the fire, its easier and better for the environment. Its easier getting into a Panda 4x4 anyway, so as I get older the Jag idea is less attractive. 6 or 8 cylinders seized up from lack of use would be worse than two! I have now seen the new Panda and while it's good enough of its type, on size alone its not a Panda replacement. Its not a proper Italian Fiat either. Any idea that its a replacement for a Panda wishful thinking. Fiat had a character formed from Italy's mountainous and twist roads and the Pandas were the ultimate example of the character, the TA suits the Panda really well with 4x4 its quite a thing. For Norfolks narrow bumpy and bendy lanes its ideal and the gearing well matched. All we lack is the Alps!! A few styling cues vastly increased in size a, while charming to an extent, does, not a Panda make.

Stellantis have a very very bad track record my family and I wouldn't buy from them again whatever. I suspect (and hope) they wont be around for long. They seem to have lost the plot thinking character is not needed between brands. When they go though it really will be the sad end of Fiat.