Iain P

interested in results, experiences and setup when used on 99MY.
What is the a limit to what the standard ECU can cope with?

Cheers

john banks

I used to run an AE801 ECU (MY99) with a DIY FCD, Dawes and decat in a Scottish winter at midrange 19 PSI dropping to 14.5 at 6000 RPM. It did not detonate and the fuelling was fine. With a hybrid TD04L I ran the same setup at 21 PSI dropping to 17 PSI at 6000 RPM and it put in almost 300 BHP and 300 lbft at PE. A month or so later we remapped my car at PE and got the same torque and power with 1.5 PSI less and it was more driveable.

I wouldn't go anywhere near these in the summer, and I was measuring knock and charge temp, and with the higher boost was using Delta Dash.

You will ultimately gain from remapping with better boost control, more ignition and fuel during spool up helping low down torque, less ignition and less fuel on full load helping safety (ignition) and power (fuel), overall more power and torque with more safety.

But you don't have to remap to get power if you know what you are doing and most importantly are monitoring for knock. That is what will hold you up first.

Also note that the TD04L can tolerate a fair midrange whack and not superheat things too much, try and get more than a bar at 6000 RPM by tightening actuators and it just loses power - note I got the same power as someone else on the same rollers on the same day running a similar setup who was running 3 PSI more at peak power. TD04L had gone well past its efficiency point, but with the midrange whack produced a heck of a lot of torque... for a while.

Also you can use a new restrictor and a FCD to control boost which is a nice smooth option. The closed loop control "resets" to a higher level depending on how you adjust the FCD.

With the FCD make sure you can adjust the new fuel cut. IMHO the Dawes FCD is not suitable, HKS or DIY electronic ones are better as you can more reliably control for a new fuel cut.

Big boost can creep up on you at 3000 RPM with a TD04 in 5th gear and you could be at silly boost before you realise since they don't feel very torquey in 5th gear at low-mid RPM no matter what the boost in my experience, so IMHO don't go near anything that does not have a new fuel cut or cannot be set reliably. I never liked to test really high fuel cuts, but I can confirm that my FCD design did fuel cut at 22 PSI satisfactorily.

[Edited by john banks - 1/19/2003 10:54:53 AM]

Iain P

cheers, John,
seems the standard ECU has quite a tallent to a point!
At the moment I want to concentrate funds on handling (bump steer mod, etc..) and weight reduction I'm aiming for 200bhp+/tonne which means I need 1200kg (currently 1240kg) with 240bhp. I think a new PPP STi is also 200bhp/tonne (300bhp with 1500(ish)kg).
Anyone got any dyno graphs (Andy Tang's seems a good example on the dyno pages - virtually same figures for a PPP & standard ECU both fixed at 1.2 bar).
Forgot to ask John, did you need to uprate the BOV?

[Edited by Iain P - 1/19/2003 1:56:04 PM]

JamesS

Iain, SS decat and AVC-R......you know you want it!!!!

There is one in the for sale section......

[Edited by JamesS - 1/19/2003 2:14:10 PM]

Iain P

Hi, Jim,
but that would cost me about £800, fail an MOT and really pee-off the neighbours when I leave at 5:30am! Did you just buy a FCD from the Sale section?
Cheers

john banks

The PPP on full load runs a bit more timing but also a bit richer. Stick to your std ECU IMHO. I used the original BOV without issues. Email me if you want to discuss a few other ideas re turbos/ECUs. Bear in mind I was decatted when I ran silly boost. If you use a PPP or a Magnex backbox with the Magnex resonated centre you can still run a downpipe and it is quieter than a Scoobysport backbox alone IMHO. Airflow not boost is what you need.

[Edited by john banks - 1/19/2003 2:35:15 PM]

Iain P

thanks, John, didn't want to go the downpipe route 'cos of the cat removal and having to pee around for the MOT. i presume there are hi-flow cats available but must be expensive. I suppose the best route is to sort the flow out first.

john banks

YHM

JamesS

Iain, might have...!!!!

Iain P

BTTT

Nology

John,

I remembered I read somewhere in the forum that the std ecu only sees
boost to a certain limit at above that point, it will just dump fuel.
Am i right? comments? 21 psi on your TD04L is impressive!

And what about the stock air flow meter.... did it max out? wonder what you saw on your Delta Dash?

Keet

john banks

Not if you use a FCD. The fuelling was not mad, injectors were OK. MAF sensor had spare capacity. If you run out of MAF voltage, just fit an APS induction kit (and then remap it instantly )

Nology

Thanks John!

With the FCD, the ecu will never see the high boost! Thus, no dumping
of excess fuel..... i do have a FCD but mine is non adjustable. I'm
running 19psi with a MBC, vf28, and ae802 ecu on my MY00 220 rex.

Along with this running conditions, i have a KnockLink; EGT gauge and Power uprated fuel pump ( 210LPH @ 3 bar ) for assurance.

Keet

viper1982

Interesting this topic, and I consult since I am in the same situation.
I have an AE801 prodrive (PPP kit) ECU for MY99.
I understand that this ECU originally has a higher boost level (15.65 per table), the fuel cut is around 19.5 PSI against the 17.5 PSI of the common AE800 & AE801. In addition to running something richer in high levels, it also has about 4/5 ° more advance in high loads.
My query now is, with an MBC what would be a viable range to run from Boost. I have a Grimmspeed MBC which allows me a great fine possibility of correction. I await your experiences.
Also ... with an MBC the boost level would be linear and sustained at a higher RPM rate. Would this be safe? up to what point?

Another thing I was considering is using a "hybrid" system using the MBC + the OEM 2-port system. Is this possible? How would the connection be?

Analyzing it a little I estimate that the MBC should be placed before the "T" where it connects the wastegate. removing the restrictor pill.