ACU Approved Toe Guard for Swingarms
ACU Approved Toe Guard for Swingarms

NEW! ACU Approved toe guards for swingarms. These are required to pass ACU scrutineering when racing and protect hands and feet from being mangled through the rear wheel sprocket! Easily fitted to most swingarms with variable mounting points from 30-65mm between centres.

Available in plain aluminium or painted black

ECU Models

Weber-Marelli IAW P7 ECU

851, 907 and early 888's up to serial number 000508. 

P7s have no rear cylinder offset map.

Weber-Marelli IAW P8 ECU

Later 888's from serial number 000509, 916 Strada, 916SP, 916SPS, 996SPS

Note: The P7 and P8 ECUs turn-on the fuel pump once they initialize via a relay.

Weber-Marelli IAW 1.5M ECU

900ss, 750ss, Monster 900ie

Weber-Marelli IAW 1.6M ECU

One injector/cylinder: 748, 916 Biposto, 916 Senna, ST2

Weber-Marelli IAW 1.6M B1 ECU

Two injectors/cylinder: 996 Biposto, 996S

The IAW 1.6M uses a crank timing sensor at the cam jackshaft whereas the 1.6M B1 ECU takes it's timing firing points from the crankshaft.

Weber-Marelli IAW 59M / 5AM ECU

2001: Monster S4, ST4S, 996R (Mostly 59M)

2002: Monster S4, ST4S, Monster 620, Monster 900, 998, 998S, 998R (mostly 59M)

2003 onwards: Monster S4, S4R, ST4S, Monster 620, Monster 800, Monster 1000DS, 620S, 800SS, 1000DS, 749, 999, 998, 998S, 998R, 848, 1098, 1198, Hypermotard, Streetfighter (Some 59M, Mostly 5AM)

Some bikes, like the 999 and 749, started with a 59M and had updated ECUs installed over time, through to the 5AM/HW610. The last letter of the Ducati part number is the software revision, and we have 999 standard maps that run from 28640841B on a 59M to 28640841N on a 5AM - that's revisions from B through to N, and they're all different!

There are 3 different types of 5xM ECU:

59M / HW 010 - this is the first of the 5xM ECUs but is prone to failing the coil drivers due to poor design

5AM / HW 103 - this is the early 5AM which is mostly used on Multistradas, but there are some others (M620/ST3/etc)

5AM / HW 610 - this is the last 5AM which is the best of the 3 and suffers less faults than earlier models

The software is not compatible between each of these, so you cannot put 59M software on a 5AM / HW103 or 5AM / HW610. We are able to create custom software which can replicate the maps from the 5AM onto a 59M or vice versa. They are pin-out compatible, even though the hardware is different inside.

The 5xM range is specifically for Motorcycles (M = Motorcycle). Trying to use a similar 5xF from the Fiat range (F = FIAT) may result in failures and we don't recommend it! The clock frequency in the M is much higher than the F to account for faster processing at higher revs. 

The main things to look for on your ECU are the white Marelli stickers with IAW 5xM / HW vvv (x is 9/A and vvv will be the version as above). You can disregard any other text on the Marelli label, such as "Ducati", "999", "1098" etc. These labels are mass produced and the ECUs are flashed at the factory and overlaid with the smaller labels, so the Marelli labels are no guarantee as to what software is on the ECU! All the ECUs are the same hardware with different software, and it's the software that we can replace, edit and tweak to work with your bike from our extensive library of hundreds of software maps.

NOTE: We can diagnose, repair, supply and exchange Marelli 5xM ECUs! See our ECU Repair page for more info!

ECU Notes

The P7 has identical fuel/ignition maps for front and rear cylinders, and in fact it only has one map which is applied to both front and rear. So, P7s have no rear cylinder offset map. 

The P8, with its larger memory has two maps, one for the for the front cylinder and one for the rear. The basic reason that the P8 has better performance is that the two cylinders can be fueled independently and differently to compensate for combustion chamber temperature differences caused by a reduced airflow pattern across the vertical cylinder. Ducati did not take advantage this facility on the 888, and made the front map the same as the rear. 

Both the P7 and P8, with the appropriate chip, can run dual injectors as in the SPs. In these cases the second injector joins in at higher revs and throttle openings to get the required amount of fuel into the engine. 

The P7 and P8 have a mechanical CO adjustment like the later 1.6M. More recent 1.5M and 5.9M ECUs need to have their diagnostic port connected to a Mathesis in order to adjust the CO.

The 851, 907 and early 888's up to serial number 000508 (including SP5, LTD and Corsa,) and ‘93 Supermono used the Weber-Marelli IAW P7 ECU. Later 888's from serial number 000509, 916 Strada, 916SP, 916SPS, 996SPS 955 SPA, 916 Racing, and some 996RS use the Weber-Marelli IAW P8 ECU.

The P8 also came in earlier Moto Guzzi Daytona and California and Laverda 668 (I think.) If you need a replacement, they're all the same.

The problem with the Weber-Marelli engine management system is that the system was never designed for use by those outside the factory, so the knowledge of the structure and content of the data files is limited to those with the time and expertise to crack the code. 

Another limitation for the tuner is the fact that the fuel and ignition data is held on an Erasable, Programmable, Read-Only Memory (EPROM) chip. As the name implies, this is a read-only memory store which cannot be written to while in service. This means new data must be programmed or 'burned' into a new ROM in a separate ROM programmer and the new chip then installed in the Weber. 

The tuning option for most people has been to seek out reprogrammed ROM chips from aftermarket suppliers who have spent time cracking the factory software. A variety of modified chips is available. The FIM chip is highly regarded.

How the FIM System Works

A question arose recently where a 996 owner had installed a custom FIM chip that matched his aftermarket exhaust system. The owner had then tweaked the setup further and saved the new settings using the FIM software from his laptop.

Now, I assumed that the chip that FIM uses is an EEPROM (electronically erasable programmable read only memory) that can be altered electronically - unlike a factory-issue EPROM (electronically programmable read only memory) that needs to wiped by exposure to ultra violet light in order to be reprogrammed. I thought this is what makes FIM chips unique - their ability to be programmed repeatedly. Both chip types retain their program/data forever without power. 

Anyway, the owner asked whether the additional tweaks that he made were transferred to another 1.6M computer if he took the FIM chip out and reinstalled it in the second ECU.

I always assumed that the settings were written to the FIM chip and would be transfered with the chip swap. 

Not so ...

Here’s Duane Mitchell’s (Ultimap/FIM) explanation:

“The FIM EPROM are the same as a factory EPROM in that it cannot be reprogrammed while they are in the ECU. They are EPROM, not EEPROM.

Our zone system works as follows:

The ECU contains an EEPROM which can be written-to while the engine is running. This is used to store 'original' software variables such as stored fault codes, but little else. We use the spare EEPROM in the ECU to store our 8 zones (one overall trim and 7 specific zones), as well as our maximum RPM telltale and a few other things accessible with our hand terminals and PC software.

When an Ultimap chip is fitted to a 'virgin' ECU (one that has never used our stuff before) it checks the zone area and if it's found blank it puts zero trims in all locations. Then when you trim the ECU using the HHT the locations are modified and work as a fuel trim 'overlay' on the contents of the map stored in the EPROM. This overlay is non-volatile and held in the ECU.

So, if you remove the Ultimap chip and place a stock chip in the ECU, these locations are ignored and the ECU runs dead stock. Or, if you place the Ultimap chip in another ECU, it will look for these locations and use the overlay in that ECU to modify the chip maps.

So, the zone trims are stored not in the chip, but in the ECU, and they will work on ANY Ultimap chip used in that ECU, and DO NOT affect the chip's operation in another ECU.”

The interesting corollary to all this is that once you’ve programmed a FIM chip in it’s ECU, if you put a different FIM chip into that same ECU, the overlays for the first chip will be applied to the second chip - unless you clear the overlays first.

According to Duane:

“The only way to clear the zones is with our HHT (no longer manufactured) or PC diagnostic program used by BCM, etc. Neither the Mathesis or MDST-type programs do this since they do not use our communications protocols.”


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