Module for calibrating firmware of Transtron control units with SH7058 and SH7059 processors for Isuzu diesel vehicles.
Supported file sizes - 1 MB and 1.5 MB.
Available for modification:
Turbo Pressure: target boost atmospheric pressure correction, target boost base, target boost coolant, target boost air temperature compensation, target maximum boost / target turbo boost
DPF: target DPF rail pressure, high target DPF rail pressure, ITH DPF position target, DPF Boost air temperature target in additional mode, Turbo Boost DPF, default injection volume limiter, injection volume limiter during overheating
EGR: EGR injection cutoff threshold, EGR injection cutoff threshold High Level Search, EGR ITH integration base position, EGR ITH integration base position, boost difference compensation, EGR ITH MAF, EGR ITH MAF Target Filter, EGR ITH MAF Terminal Coefficient Search, EGR ITH Position Max Limit Base Look Up, EGR Target Position DPF in additional mode, ITH Target Position DPF in additional mode
Exhaust Gas Temperature: DOC exhaust gas temperature, inlet exhaust gas temperature
Injection: Injector opening time in additional mode
Rail Pressure: Atmospheric pressure correction of target rail pressure, base target rail pressure, base target rail pressure speed, target rail pressure coolant temperature, target rail pressure increase, maximum target rail pressure limit, minimum target rail pressure limit
Injection Start: base injection start in additional mode, base injection start, barometric pressure compensation, injection start, coolant temperature compensation, injection start, FA compensation, injection start, inlet air temperature, injection start, maximum limit
Target Base Value: base limit of atmospheric pressure correction coefficient for target Turbo mode, atmospheric pressure correction coefficient for target Turbo mode to position, Turbo target value for ACC coefficient, target position for turbocharger with atmospheric pressure correction, base value of target Turbo position, base value of target Turbo position with exhaust gas recirculation, Turbo target position Coolant, Turbo target position Boost air temperature, Turbo target position MAX. Base limit, Turbo target position Maximum limit Atmospheric pressure correction, Turbo target position Minimum limit Atmospheric pressure correction, Turbo target position Base minimum limit
Target MAF: Required air mass without EGR in additional mode, MAF target per cylinder, atmospheric pressure correction, MAF target for coolant compensation in cylinder, MAF target for inlet air temperature in cylinder, MAF target per cylinder, air flow sensor scaling
Temperature: Coolant temperature. Sensor performance activation threshold, coolant temperature. Sensor performance, fuel temperature sensor
Torque: base torque, base torque loss, torque conversion to injection volume
Error Code Mask
To work with the module, you need to purchase a USB protection key BitEdit. The key can be purchased in our store. An unlimited number of modules can be purchased for one key.
Updates of descriptions for new software versions within the module are free.
Module activation is performed within 1 hour on business days (usually 10-15 minutes). Activation may be delayed on weekends and holidays (up to 2 hours).
ONLY the serial number of the key and email are required to activate the module.
1. No Refunds or Modifications for Digital Licenses
Activated modules or licenses cannot be returned or refunded.
If an incorrect key or device number is entered by the customer, the purchase is not eligible for return.
Licenses cannot be modified, transferred, or reissued for another device under any circumstances.
2. Irreversible Order Processing
After the order status changes to “Waiting for activation”, the data has already been sent to the developer.
From this point onward, the order cannot be canceled, edited, corrected, or refunded.
3. Responsibility for Software Functionality
Our store is not responsible for the functionality, performance, or declared features of any software module.
We do not guarantee the listed functions because we are not the developer.
4. Accuracy of Product Information
Module and script descriptions are provided directly by the manufacturer.
IOBD.io is not responsible for any inaccuracies, missing details, or differences between the description and actual operation.
In disputed situations regarding functionality or listed features, the customer must contact the manufacturer.
5. Customer Responsibility for Installation
IOBD.io sells professional automotive diagnostic software and equipment.
Installation, setup, configuration, and compatibility checks must be performed by the customer.
We do not provide remote installation, programming, or setup services unless explicitly stated otherwise.
6. Required Technical Knowledge
These products are intended for users with basic technical knowledge in automotive diagnostics.
The customer is fully responsible for understanding the installation process and using the software and hardware correctly.
7. No Liability for Incorrect Usage
IOBD.IO is not responsible for issues caused by:
incorrect installation
unsupported or incompatible hardware
improper configuration
third-party interference
Important:
This function is available only on certain BMW engines and is NOT applicable to other vehicle brands.
The information below applies only to stock engines with factory ECU software and a standard exhaust system.
What This Parameter Actually Represents
This is NOT a direct measurement of fuel octane and is NOT a direct octane reading calculated by the ECU.
The value is an adaptation factor ranging from 0 to 1, where:
- 0 = no correction
- 1 = maximum correction
According to BMW’s internal definition:
Faktor adaptierte Kraftstoffqualität (0 = ROZ98 / 1.0 = ROZ91)
- 0 corresponds to 98 ROZ
- 1.0 corresponds to 91 ROZ
ROZ is the German equivalent of RON (Research Octane Number).
The device converts this multiplier into a more intuitive octane value for user convenience.
⚠️ The device does not measure anything itself.
It only displays the data provided by the engine control unit (ECU).
How the ECU Evaluates Fuel Quality
Each ECU has different calibration sensitivity:
- Sensitivity to the adaptation factor
- Sensitivity of the knock control system
Fuel quality is evaluated subjectively by the ECU, primarily based on:
- Knock ignition timing corrections
- Overall engine noise levels
BMW G-Series & LCI F-Series (B-Engines)
B38 / N63 / S63 / N74
These engines are highly sensitive to octane adaptation.
- During warm-up and cruising, the displayed octane may frequently drop to 95 or lower.
- This does NOT automatically indicate poor fuel quality.
- Under load, the value should increase.
⚠️ If the value continues to decrease under load, this may indicate a problem.
B46 / B48 / B58
These engines have low sensitivity.
- During cruising, octane will typically display maximum values even with mediocre fuel.
- Under load, the value will decrease if fuel quality is truly poor.
S58
Octane correction is virtually inactive.
- It will typically always show 98.
- If it drops below 98, fuel quality is genuinely very poor.
BMW F-Series (Pre-LCI) with N/S Engines
Most pre-LCI F-series ECUs do not calculate octane adaptation.
Do not expect this parameter to function.
S55
- Octane parameter not used by the system
- Display not supported
- However, display of the last 5 refueling quality events is supported
S63
- Octane parameter not used
- Display not supported
- Refueling quality display not supported
BMW E-Series
Octane parameter not available. Display not supported.
Important Notes About Tuned Vehicles
With modified hardware or custom tuning, behavior may vary significantly. Always consult your tuner regarding expected operation.
Key principles:
- If octane drops under load, it means fuel quality is worse than expected under those conditions.
- This does NOT automatically mean the fuel itself is bad.
Examples:
- If a tuner increases ignition timing and boost pressure, even good fuel may cause knock corrections, and the ECU may interpret it as poor fuel.
- Thin-walled or poorly mounted exhaust systems may create parasitic noise, which the ECU may interpret as engine knock, causing negative correction.
- Conversely, if knock sensitivity is reduced or octane correction is disabled in tuning, readings may appear ideal while actual engine safety is compromised.
