The Street uses the same Molex connector as the factory Siemens ECU, which is a happy coincidence. I settled on a Max圎CU Street due to the CANBUS configuration and number of inputs. Looking at the CANBUS data from the original article, the Ducati did not seem to use any kind of standard protocol that is supported out-of-the-box by most ECU manufacturers, meaning I needed to find something that allowed user-configurable arbitrary CANBUS messaging inputs and outputs. We now need to wire in the aftermarket ECU, configure it to spit out the right CANBUS data and find some sensible starting values for fuel and ignition maps. In the last post, the CANBUS communication between the dashboard and the factory ECU were reversed, and we figured out how the ABS module signals work. Please exercise caution and accept that this article is intended only to tell you a story of how I approached this project. Messing with vehicles is dangerous, may void your warranty and can lead to people getting hurt. This article is intended to cover some of the nitty-gritty that’ll be mostly hand-waved away in the talk. As per usual, I have grossly overestimated how much content I can fit into 30 minutes worth of conference talk.

I’ll be covering some of this junk in person at Kawaiicon in a few weeks. We’ll look at implementing the protocols from Part I using an aftermarket ECU, pulling some starting fuel and ignition map data out of the factory ECU through the chip debugging interface and we’ll talk about a few of the things I learned along the way. This article is a follow up to Part I - Practical CANBUS Reversing – Understanding the Ducati Monster.

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