Starting again.... with a Hawkeye
05 October 2012, 10:26 PM
#1081
Scooby Regular
Thread Starter
Billet LM450 Methanol Dyno Runs
So after having Richard Bulmer remap the car yesterday, using a fuel mix of 20% METH on top of VPower, it was time to gather some comparison information from Surrey Rolling Road (SRR).
I've been completing comparison runs at SRR since the LM450 was installed, so I have a fair bit of comparison data from that venue... which is nice.
Based on the data we achieved from Tracktive's HUB Dyno yesterday, I thought we would be looking at around +30bhp/+30ftlb for the comparison runs at Surrey Rolling Road.
Part way on the journey to SRR I needed to top-up the fuel.... this would be my first "part tank" top-up. As suggested by ScoobyDoo69 (thanks for that clear bit of information) I adopted the 5ltrs of METH with 20ltrs of VPower ratio. The fuel level was below 50%, so this worked nicely and is actually very easy to deal with. This was always one of my concerns with using a % mix and additive..... the simplicity of it.
You can't get much easier than this; always have two 5ltr containers of METH in the car and keep re-filling once hitting below 50%, with a "5 & 20" mix. You then have enough for a total fuel re-fill of 50ltrs.
It's so simple I don't know why I was always resistant previously.
I arrived at SRR and the car was put on the rollers.
After a couple of runs to get the rollers and car set-up correctly, the proper power runs were started. Charlie at SRR had to attach another strap to the rear of the car after the first run, as he immediately said the torque was certainly over 450ftlb.... this appears to be a threshold on his set-up which requires further strapping of the vehicle when a car makes over this level of torque. I assume because this kind of torque level has the car lifting out of the rollers.
After three stable back to back runs, all giving the same readings, we had our power output.
479.1bhp / 465ftlb - Red Line Meth Mix - Blue Line Straight VPower
Pretty impressive seeing a +37bhp/25ftlb peak increases with using a METH mix.
As with most graphs and certainly comparisons like this, it's not all just about peak increases:
1) Looking at the two set's of data we see BHP increases of 42bhp & torque increases of 42ftlb in parts of the rev range.
2) Even though the Blue lines are taken from my last non-meth runs in January 2012, when it was some 8degs cooler, the spool of the current set-up is nearly the same, yet the power and torque up to 4000 rpm are the same! Theorectically in colder temps (to match January's run) the spool would have been quicker and the power and torque would have better to 4000 rpm.
3) You can clearly see the top end boost (as alluded to on my mapping update) has been reduced slightly.
4) You may also see a slight "dip" in power at around 6100rpm. According to my datalogs from these runs (using EcuTEK's DeltaDash) the ECU had some learnt correction in between 6100-7000rpm, of between -2.8 to -2.4degs of ignition. This wasn't apparant last night on the Tracktive dyno or whilst mapping on the road yesterday, so it seems a tad weird. Could be a loading difference on these rollers, but potentially could be losing the car around 10bhp. Funnily enough Charlie's first comments after the 2nd trial run was... "I suspect this will do 490bhp". It may have done, had it not pulled that ignition out. It's all absolutely fine as the ECU is doing what it should be doing, but I will be double checking this on the road and I have spoken to Richard about this. We'll make a slight tweak to the map if we need to. Nothing major.
So we've disected the power graphs, but how does it feel on the road?
Simply ballistic!
The engine feels stronger, sharper and smoother with the midrange feeling so flexible. The latter half of the rev band is just dynamite now though. It really does feel so much stronger and as you can tell by the power curve, the power is so linear from 6-7000rpm.... the engine just keeps pulling hard, as the engine holds onto the power.
The fact that the previous torque curve has been bettered, especially as the previous curve shape and pretty impressive (in comparison for a 2ltr) 440ftlb was certainly no slouch.
The whole package just works so well together in my opinion. The turbo, fuel, map, inlet, FMIC and engine. Which brings me on to something else....
The whole of this needs to be put into perspective. This is still on an untouched, OEM, standard, JDM 2ltr engine. Come on.... it's still on the original OEM clutch!!
These JDM 2ltr engines are just so great. Couple this with still being on the OEM ECU (which is also an awesome piece of kit if correctly utilised) and MAF.... it beggar's belief!!! It drives as good (well better) than the car did when it was at 340bhp!
To coin a phrase that was used when I finished my previous SPEC C project....
It just goes to show what you can do with the right performance parts and the right engineers involved.
I've said it before but I really need to ensure I make it clear..... these turbos rock on the right engine and anxillary set-up. Add METH into the mix and you really do have a great package, that with the right engine, just does what it says it will.
I'm suitably impressed!
So after having Richard Bulmer remap the car yesterday, using a fuel mix of 20% METH on top of VPower, it was time to gather some comparison information from Surrey Rolling Road (SRR).
I've been completing comparison runs at SRR since the LM450 was installed, so I have a fair bit of comparison data from that venue... which is nice.
Based on the data we achieved from Tracktive's HUB Dyno yesterday, I thought we would be looking at around +30bhp/+30ftlb for the comparison runs at Surrey Rolling Road.
Part way on the journey to SRR I needed to top-up the fuel.... this would be my first "part tank" top-up. As suggested by ScoobyDoo69 (thanks for that clear bit of information) I adopted the 5ltrs of METH with 20ltrs of VPower ratio. The fuel level was below 50%, so this worked nicely and is actually very easy to deal with. This was always one of my concerns with using a % mix and additive..... the simplicity of it.
You can't get much easier than this; always have two 5ltr containers of METH in the car and keep re-filling once hitting below 50%, with a "5 & 20" mix. You then have enough for a total fuel re-fill of 50ltrs.
It's so simple I don't know why I was always resistant previously.
I arrived at SRR and the car was put on the rollers.
After a couple of runs to get the rollers and car set-up correctly, the proper power runs were started. Charlie at SRR had to attach another strap to the rear of the car after the first run, as he immediately said the torque was certainly over 450ftlb.... this appears to be a threshold on his set-up which requires further strapping of the vehicle when a car makes over this level of torque. I assume because this kind of torque level has the car lifting out of the rollers.
After three stable back to back runs, all giving the same readings, we had our power output.
479.1bhp / 465ftlb - Red Line Meth Mix - Blue Line Straight VPower
Pretty impressive seeing a +37bhp/25ftlb peak increases with using a METH mix.
As with most graphs and certainly comparisons like this, it's not all just about peak increases:
1) Looking at the two set's of data we see BHP increases of 42bhp & torque increases of 42ftlb in parts of the rev range.
2) Even though the Blue lines are taken from my last non-meth runs in January 2012, when it was some 8degs cooler, the spool of the current set-up is nearly the same, yet the power and torque up to 4000 rpm are the same! Theorectically in colder temps (to match January's run) the spool would have been quicker and the power and torque would have better to 4000 rpm.
3) You can clearly see the top end boost (as alluded to on my mapping update) has been reduced slightly.
4) You may also see a slight "dip" in power at around 6100rpm. According to my datalogs from these runs (using EcuTEK's DeltaDash) the ECU had some learnt correction in between 6100-7000rpm, of between -2.8 to -2.4degs of ignition. This wasn't apparant last night on the Tracktive dyno or whilst mapping on the road yesterday, so it seems a tad weird. Could be a loading difference on these rollers, but potentially could be losing the car around 10bhp. Funnily enough Charlie's first comments after the 2nd trial run was... "I suspect this will do 490bhp". It may have done, had it not pulled that ignition out. It's all absolutely fine as the ECU is doing what it should be doing, but I will be double checking this on the road and I have spoken to Richard about this. We'll make a slight tweak to the map if we need to. Nothing major.
So we've disected the power graphs, but how does it feel on the road?
Simply ballistic!
The engine feels stronger, sharper and smoother with the midrange feeling so flexible. The latter half of the rev band is just dynamite now though. It really does feel so much stronger and as you can tell by the power curve, the power is so linear from 6-7000rpm.... the engine just keeps pulling hard, as the engine holds onto the power.
The fact that the previous torque curve has been bettered, especially as the previous curve shape and pretty impressive (in comparison for a 2ltr) 440ftlb was certainly no slouch.
The whole package just works so well together in my opinion. The turbo, fuel, map, inlet, FMIC and engine. Which brings me on to something else....
The whole of this needs to be put into perspective. This is still on an untouched, OEM, standard, JDM 2ltr engine. Come on.... it's still on the original OEM clutch!!
These JDM 2ltr engines are just so great. Couple this with still being on the OEM ECU (which is also an awesome piece of kit if correctly utilised) and MAF.... it beggar's belief!!! It drives as good (well better) than the car did when it was at 340bhp!
To coin a phrase that was used when I finished my previous SPEC C project....
It just goes to show what you can do with the right performance parts and the right engineers involved.
I've said it before but I really need to ensure I make it clear..... these turbos rock on the right engine and anxillary set-up. Add METH into the mix and you really do have a great package, that with the right engine, just does what it says it will.
I'm suitably impressed!
Last edited by Shaun; 10 October 2012 at 07:49 PM.
06 October 2012, 07:36 AM
#1084
SOLD!!!! Meths website please Shaun!
I knew that this would work well with the setup u have Shaun.
Hoping that I can get some similar results when I try a meths map.
Although would like to know how your getting the extra torque from the standard map since we are at basically the same spec, albeit I'm running a non billet lm450.
Maybe I should bite the bullet and get it sent to turbo dynamics to get "billeted". As would be a good chance to get the zico coating redone as
Mine has started to crack.
Mel
I knew that this would work well with the setup u have Shaun.
Hoping that I can get some similar results when I try a meths map.
Although would like to know how your getting the extra torque from the standard map since we are at basically the same spec, albeit I'm running a non billet lm450.
Maybe I should bite the bullet and get it sent to turbo dynamics to get "billeted". As would be a good chance to get the zico coating redone as
Mine has started to crack.
Mel
06 October 2012, 08:02 AM
#1085
Scooby Regular
Thread Starter
Tim - LOL
Mel,
Link for the Meth -> http://www.jennychem.com/methanol/80...-methanol.html
I suspect your results will be very similar, especially as Simon will map on that Rolling Road set-up.... I'll put money on the fact that you'll get 490+bhp.
Different set-ups (including the engine) all respond in different ways, but as you've noted, I think that torque is pretty impressive for a 2ltr set-up.
You've already made your excuse, I mean reason (lol), for getting the Billet wheel installed...... do it!
I look forward to hearing your results mate.
Just think..... if it wasn't for you I probably would have never looked at the LM450! You deserve a treat.
Mel,
Link for the Meth -> http://www.jennychem.com/methanol/80...-methanol.html
I suspect your results will be very similar, especially as Simon will map on that Rolling Road set-up.... I'll put money on the fact that you'll get 490+bhp.
Different set-ups (including the engine) all respond in different ways, but as you've noted, I think that torque is pretty impressive for a 2ltr set-up.
You've already made your excuse, I mean reason (lol), for getting the Billet wheel installed...... do it!
I look forward to hearing your results mate.
Just think..... if it wasn't for you I probably would have never looked at the LM450! You deserve a treat.
06 October 2012, 12:09 PM
#1088
Scooby Regular
Thread Starter
Right.... just been out doing some further logging. I love this DeltaDash software (yeah... I'm a nerd!).
The reason for logging was to look at this learnt ignition correction, that the ECU had placed between 6100-7100rpm when I logged the runs on SRR.
I'm sure I have explained what this is before, but I'll just go back over it again.
From my understanding:
If the ECU see's (hear's) any det, it will note the load and rpm points that this took place and move an appropriate correction factor into the learnt ignition correction table. The ECU then uses the main ignition table alongside any correction stored in the correction table, to ensure that it doesn't invoke det again based on the previous scenario. Pretty awesome functionality and something that makes this type of OEM ECU so powerful in my opinion.
I also understand that the ECU is quite cautious. The correction factor it places in it's correction table can be quite, shall we say, on the side of utter safety.... which isn't a bad thing. What this can mean is that if the ECU (for instance) pulled 2degs of ignition at a given point, actually reducing the main map at that point by 1deg of ignition, could actually mitigate the det all together. In that scenario you'd actually end up gaining 1degs worth of power, instead of losing two or not gaining any. Sounds confusing, but it really isn't.
To top it all off, the ECU will constantly see if it can keep adding ignition back in everytime it passes each load and rpm point in the map. It really is an all encompassing intelligence.
Anyway back to the reason for all this......
On the last run at SRR the ECU was pulling 2.8degs to 2.4degs of ignition between 6100-7100rpm. All absolutely safe and fine, but something we hadn't seen the previous day.
On the trip back home I hadn't reached the same load and rpm points, so I needed to re-test again today, to see if the ECU was still doing the same thing.
The first run still saw the ECU pulling timing, but it had reduced (through the same RPM range) to 2.4degs to 2.1degs.
I then did a second and final run and that saw (same RPM range) 2.1degs to 1.8degs of learnt correction. The ECU is doing exactly what I suggested about having the ability to add ignition. Cool hey!
I'm not sure how quickly the ECU can add ignition back in, assuming it doesn't see det again, but it looks like it could keep adding it back to result in zero correction - which to be honest is what we had during Thursday's mapping session.
Another thing I could do is reset the ECU and do some new runs. This will erase all the learnt corrections.
I'll probably check it again after some more use and see if the correction has reduced again.... in theory it should.
Don't underestimate the power of these ECU's!
P.S. I wish I had reset the ECU yesterday now at SRR! Oh well.
Cliff,
There is no such thing as "fun" driving back on the M25!
Hol,
You know what you need to do then!
The reason for logging was to look at this learnt ignition correction, that the ECU had placed between 6100-7100rpm when I logged the runs on SRR.
I'm sure I have explained what this is before, but I'll just go back over it again.
From my understanding:
If the ECU see's (hear's) any det, it will note the load and rpm points that this took place and move an appropriate correction factor into the learnt ignition correction table. The ECU then uses the main ignition table alongside any correction stored in the correction table, to ensure that it doesn't invoke det again based on the previous scenario. Pretty awesome functionality and something that makes this type of OEM ECU so powerful in my opinion.
I also understand that the ECU is quite cautious. The correction factor it places in it's correction table can be quite, shall we say, on the side of utter safety.... which isn't a bad thing. What this can mean is that if the ECU (for instance) pulled 2degs of ignition at a given point, actually reducing the main map at that point by 1deg of ignition, could actually mitigate the det all together. In that scenario you'd actually end up gaining 1degs worth of power, instead of losing two or not gaining any. Sounds confusing, but it really isn't.
To top it all off, the ECU will constantly see if it can keep adding ignition back in everytime it passes each load and rpm point in the map. It really is an all encompassing intelligence.
Anyway back to the reason for all this......
On the last run at SRR the ECU was pulling 2.8degs to 2.4degs of ignition between 6100-7100rpm. All absolutely safe and fine, but something we hadn't seen the previous day.
On the trip back home I hadn't reached the same load and rpm points, so I needed to re-test again today, to see if the ECU was still doing the same thing.
The first run still saw the ECU pulling timing, but it had reduced (through the same RPM range) to 2.4degs to 2.1degs.
I then did a second and final run and that saw (same RPM range) 2.1degs to 1.8degs of learnt correction. The ECU is doing exactly what I suggested about having the ability to add ignition. Cool hey!
I'm not sure how quickly the ECU can add ignition back in, assuming it doesn't see det again, but it looks like it could keep adding it back to result in zero correction - which to be honest is what we had during Thursday's mapping session.
Another thing I could do is reset the ECU and do some new runs. This will erase all the learnt corrections.
I'll probably check it again after some more use and see if the correction has reduced again.... in theory it should.
Don't underestimate the power of these ECU's!
P.S. I wish I had reset the ECU yesterday now at SRR! Oh well.
Cliff,
There is no such thing as "fun" driving back on the M25!
Hol,
You know what you need to do then!
Last edited by Shaun; 06 October 2012 at 12:13 PM.
06 October 2012, 06:12 PM
#1090
Nice result Shaun. Its done pretty much what i expected with spool slightly slower than on V-Power.
I wouldn't worry about the ignition correction on the rollers, mine did the same thing, engines mapped properly for the road often have some ignition correction on rollers, it's a good indication why if using rollers to map the car it has to be fine tuned on the road later, to get the best performance from it.
Doing an ECU reset at the rollers isnt that great either, i did that on mine and the advance multiplier went nuts, dropping down to 14 then back to 15 on my power run at SRR, it was straight back up to 16 on the road once it had seen a nice loaded up pull.
You probably gained less than i did using Meth because my engine ignition is mapped low due to the high compresion ratio i have, which doesn't suit plain V-Power. I am going to map mine for 10% Meth for my normal road use, then 20% Meth for the Sprints, which will help things a lot in terms of my road map. I think as a road car engine, 8.5:1 seems to be a nice compromise, my 9.1:1 is just too much for plain V-Power.
One of the nice things about running a Meth map is just how silky smooth the power delivery is, you've probably noticed that improvement.
I wouldn't worry about the ignition correction on the rollers, mine did the same thing, engines mapped properly for the road often have some ignition correction on rollers, it's a good indication why if using rollers to map the car it has to be fine tuned on the road later, to get the best performance from it.
Doing an ECU reset at the rollers isnt that great either, i did that on mine and the advance multiplier went nuts, dropping down to 14 then back to 15 on my power run at SRR, it was straight back up to 16 on the road once it had seen a nice loaded up pull.
You probably gained less than i did using Meth because my engine ignition is mapped low due to the high compresion ratio i have, which doesn't suit plain V-Power. I am going to map mine for 10% Meth for my normal road use, then 20% Meth for the Sprints, which will help things a lot in terms of my road map. I think as a road car engine, 8.5:1 seems to be a nice compromise, my 9.1:1 is just too much for plain V-Power.
One of the nice things about running a Meth map is just how silky smooth the power delivery is, you've probably noticed that improvement.
Last edited by johnfelstead; 06 October 2012 at 06:31 PM.
06 October 2012, 06:37 PM
#1091
Scooby Regular
Thread Starter
Yes John, the power delivery and engine is so much smoother now.
I must admit that I have done ECU resets before on RR runs and it never caused any IAM problems.
I would certainly agree with you on the ignition front. The further correction of the ignition from todays logs certainly seems to highlight that it's happier on the road.
Not 100% sure I agree with you on the spool comparison. Even Charlie said that it was ever so slightly slower to spool, because of the differences in temps of yesterday to when the VPower run was done in January 2012 (the comparison run on the graph). It was 10degs temps that day vs 17/18degs yesterday. It many ways it doesn't really matter as I'm interested in the power / torque lowdown. If that's the same and/or better, that's what counts in my book.
I must admit that I have done ECU resets before on RR runs and it never caused any IAM problems.
I would certainly agree with you on the ignition front. The further correction of the ignition from todays logs certainly seems to highlight that it's happier on the road.
Not 100% sure I agree with you on the spool comparison. Even Charlie said that it was ever so slightly slower to spool, because of the differences in temps of yesterday to when the VPower run was done in January 2012 (the comparison run on the graph). It was 10degs temps that day vs 17/18degs yesterday. It many ways it doesn't really matter as I'm interested in the power / torque lowdown. If that's the same and/or better, that's what counts in my book.
06 October 2012, 06:47 PM
#1092
You will see slightly slower spool on methanol due to the ignition changes, probably more than you will see from the ambients changes. If that isn't the case mine is going to spool like a ba$$$$d next run at SRR.
My IAM probably went nuts because it had an ECU reset then went straight into a power run, as you know the ECU needs a mildly loaded up run to setup all the cam timing and load sites on these ECU's.
If i were you i wouldnt mess about, just give the thing an ECU reset, it seems silly to wait for it to clear out all the wrong information in the learn tables when you can start afresh on a map setup for the road with the press of a button!
My IAM probably went nuts because it had an ECU reset then went straight into a power run, as you know the ECU needs a mildly loaded up run to setup all the cam timing and load sites on these ECU's.
If i were you i wouldnt mess about, just give the thing an ECU reset, it seems silly to wait for it to clear out all the wrong information in the learn tables when you can start afresh on a map setup for the road with the press of a button!
06 October 2012, 07:02 PM
#1093
Scooby Regular
Thread Starter
Forgive my ignorance, but how will ignition changes alter the spool....... unless you're removing ignition to aid heat build-up/spool - I know Richard never reduced the ignition down low.
Yeah.... not having the cams working can have some right weird effects. Normally I thought you need to let the engine idle for a few moments after a reprogram / reset and then apply some light throttle and you'll see them spark into action (easy to see in DeltaDash). That's what I do and have been told.... never had an issue that way.
I'll probably hit the reset button next time I'm out in it.
Yeah.... not having the cams working can have some right weird effects. Normally I thought you need to let the engine idle for a few moments after a reprogram / reset and then apply some light throttle and you'll see them spark into action (easy to see in DeltaDash). That's what I do and have been told.... never had an issue that way.
I'll probably hit the reset button next time I'm out in it.
06 October 2012, 07:12 PM
#1094
You are running more advance with methanol, retarding the ignition (which is what you have efectively done when on V-power) aids spool. Or are you saying you are running exactly the same ignition upto the peak boost point as on V-Power?
On ECU reset you have to wait a while (wait for the fuel pump speed to drop) before the car moves, otherwise the cams dont activate, but it also helps if you do a light loaded run before going full chat, i usually give it about 0.7BAR in 4th for one pull.
On ECU reset you have to wait a while (wait for the fuel pump speed to drop) before the car moves, otherwise the cams dont activate, but it also helps if you do a light loaded run before going full chat, i usually give it about 0.7BAR in 4th for one pull.
07 October 2012, 11:53 AM
#1097
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Nice results Shaun . Have you got two maps on your ecu now or just the lastest methanol map ? If it's two maps how do you switch between maps on a std ecu ?
Andy
Andy
07 October 2012, 01:36 PM
#1098
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07 October 2012, 01:37 PM
#1099
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07 October 2012, 01:56 PM
#1100
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Map Switching on the OEM ECU and EcuTEK
I've decided a slightly different approach.....
As I have EcuTEK's EasyECU (now replaced by ProECU) and am able to program the ECU with dealer ROM files, I've decided to have a couple of ROM files to switch between.
My ECU with EcuTEK's MegaROM is capable of holding two full maps, which can be switched between by pressing full throttle and then hitting the rear demist button. There are two issues with this. One is that you don't know which map you're actually on and secondly I have previously inadvertantly switched maps without knowing.
My previous VPower ROM file had Map A as Full Boost and Map B as Low Boost. There is no issue with switching maps, with regards to getting it wrong as you won't cause any problems and you can quickly see by the boost gauge with one you're on. Simple and works really well. Flipping between a METH and VPower map, making sure your on the right map and haven't inadvertantly switched to the wrong map, could cause you some issues.
To get around any potential misunderstanding and problems I have decided to work with two separate ROM files. One file is for the previous VPower maps and the other ROM file is for the new METH map. The METH map ROM file has the same map for both Map A & B, so it makes no difference as to which Map I flip to on the METH ROM file.
It takes me minutes to re-program the ECU and I have all the equipment permanently in the car ready to go.
So in summary:
ROM File 1
Map A = VPower High Boost
Map B = Vpower Low Boost
ROM File 2
Map A = METH Mix High Boost
Map B = METH Mix High Boost
I hope I've explained that well enough.
One of the problems with the EcuTEK system is your inability as a daily user to see which map you're on when "keying on" ( for instance). A physical isolated map switch would also be good. I have made these "functional" requests to EcuTEK and I'm hoping they can be included.
An added bonus of this set-up is that I feel (for a few minutes) of having the "power" of a pro mapper!!
Last edited by Shaun; 07 October 2012 at 01:58 PM.
07 October 2012, 08:11 PM
#1102
EcuTek has known about this issue for YEARS, but dont seem to care. They introduced a physical display method to show which map you are on in the racerom software, but still have not done anything for the drive by cable ECU's. Pretty poor situation.
The problem with constantly uploading ROM files is you will eventually run out of uploads, i think the newage ECU has a limit of 200 uploads then thats it.
You cant even use EcuTek Delta Dash to see what map you were on, because as soon as you go into user tune mode, which allows you to switch maps, it defaults to map A, even if you were previously using map B.
It would be really handy to have the Toucan working with the stock ECU's and EcuTek, they have previously worked with a similar idea when they did the PSI3 monitor version that worked as a delta dash front end.
The problem with constantly uploading ROM files is you will eventually run out of uploads, i think the newage ECU has a limit of 200 uploads then thats it.
You cant even use EcuTek Delta Dash to see what map you were on, because as soon as you go into user tune mode, which allows you to switch maps, it defaults to map A, even if you were previously using map B.
It would be really handy to have the Toucan working with the stock ECU's and EcuTek, they have previously worked with a similar idea when they did the PSI3 monitor version that worked as a delta dash front end.
07 October 2012, 08:42 PM
#1103
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EcuTek has known about this issue for YEARS, but dont seem to care. They introduced a physical display method to show which map you are on in the racerom software, but still have not done anything for the drive by cable ECU's. Pretty poor situation.
The problem with constantly uploading ROM files is you will eventually run out of uploads, i think the newage ECU has a limit of 200 uploads then thats it.
You cant even use EcuTek Delta Dash to see what map you were on, because as soon as you go into user tune mode, which allows you to switch maps, it defaults to map A, even if you were previously using map B.
It would be really handy to have the Toucan working with the stock ECU's and EcuTek, they have previously worked with a similar idea when they did the PSI3 monitor version that worked as a delta dash front end.
The problem with constantly uploading ROM files is you will eventually run out of uploads, i think the newage ECU has a limit of 200 uploads then thats it.
You cant even use EcuTek Delta Dash to see what map you were on, because as soon as you go into user tune mode, which allows you to switch maps, it defaults to map A, even if you were previously using map B.
It would be really handy to have the Toucan working with the stock ECU's and EcuTek, they have previously worked with a similar idea when they did the PSI3 monitor version that worked as a delta dash front end.
I don't think the 200 limit is hard and fast, there are guys state side that have exceeded that.
07 October 2012, 08:53 PM
#1104
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Thread Starter
I certainly exceeded 200 on the SPEC C.... by quite some margin.
The "using less boost on the other map" really isn't a solution when switching between your full power VPower map and full power METH map.
The "using less boost on the other map" really isn't a solution when switching between your full power VPower map and full power METH map.
07 October 2012, 09:04 PM
#1105
You certainly arn't going to spot a 0.1psi boost difference!
I've never had an issue with being on the wrong map, but it would be very handy to have some indication of which map you are on. Seems like a no brainer functional requirement to me.
I've never had an issue with being on the wrong map, but it would be very handy to have some indication of which map you are on. Seems like a no brainer functional requirement to me.
07 October 2012, 09:30 PM
#1106
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You can with a logger. You can do it with the car stationary logging Target Boost with ECUTek or any of the O/S software.
Of course you're not going to notice 0.1PSI feel wise!!
Of course you're not going to notice 0.1PSI feel wise!!
07 October 2012, 09:36 PM
#1108
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John, I know what I'm talking about here, I did it with my Spec C and the MegaRom map. You can have a target boost setting at stand still, it won't move about like actual boost mate.
07 October 2012, 09:46 PM
#1109
OK, sorry, i thought you were talking about looking at your boost under load.
If you are going to do it via delta dash, you may as well just go straight to road tuning and flip the map to A or B.
It's not really practical to have to run a laptop just to see what map you are on. If in doubt do an ECU reset, it will always default to Map A.
If you are going to do it via delta dash, you may as well just go straight to road tuning and flip the map to A or B.
It's not really practical to have to run a laptop just to see what map you are on. If in doubt do an ECU reset, it will always default to Map A.
07 October 2012, 09:50 PM
#1110
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No, but you could use that top left cell on the boost map to build some logic into something like the Toucan if ECUTek didn't play ball.