An Ecutek map has not been done with revised injectors. The concern is that the idle and cruise/closed loop areas of the map are not documented so far and have not been adjusted.

Cut yourself the hassle and buy a Link ECU and tuning module?

Mmmm Yet to see a Linked car that impresses me :rolleyes: Not necessarily the ECU's fault I guess.

I was considering using the injectors/rails to match the later ECU also using the larger MAF from the later car. I just wondered which other sensors required changing ?

You're probably right though, a MAP based ECU will be better for running twin turbo's ;)

Pat would be able to advise on your wicked plans :)

Certainly for a JECS map to work safely you would need a lot of headroom on your injectors - it would want to add fuel to counteract severe knock, and switch to a richer low octane map if things went pear shaped - if your injectors are maxxed this is clearly not going to help. In addition, you might need to be more proactive with your water injection to stop the ECU intervening and retarding.

Your MAP sensor (if it is the original) does not read high enough to be able to give you a fuel cut anywhere with the boost you run. In addition, if you mapped with a Link you might want a 3 bar MAP sensor so that it can fuel accurately? Presumably you want your fuelling a bit richer at 1.6 bar than you have it at 1 or 1.2 bar :eek: Maybe Sam would advise you how he set up Pete's car in a bit more detail, but a zone of "over 1.x bar" or similar for your fuelling might not be suitable :D ? I am very possibly talking out my hat with regards to the Link, just throwing some ideas in.

I was toying with using up all these perfectly good standard parts people have lying around. (read cheap ! )

Spec was starting to take the shape of

2 x TD04 turbo's
2 x JECS ECUs
2 x Std MAF meters
8 x Std injectors
2 x Std 4x4 Cosworth intercoolers

Individual ECU's would fuel appropriate to 50% of air flow each.

Turbo's would be good for say 450 bhp at low boost pressure and working in the most efficient area of their maps.

Challenges to overcome -

Ignition timing would be inappropriate based on 50% airflow. (that's why I was thinking of later type ECUs)
Closed loop fueling may hunt between 2 ECUs. Perhaps run only with one in closed loop ?
Will the ECU's be happy to share Cam, Crank, TPS, temp sensors ?
I can double up on temp & TPS sensors but Can & Crank may be an issue ?

Andy

That DTA stuff looks good Steve :) Just what I'm looking for but not for Scoob ;) This would be perfect for turbocharging my 1100 Kawasaki Radical Clubsport though.

Perhaps I've had too long on hol thinking up weird methods of modifying my Scoob :rolleyes:

Anyone know exactly what's involved in this swap ?

Other than the MAF and Injectors are there any other sensor differences ?

If the ECU to loom connector was rewired to suit, would this be a worthwhile swap to enable remapping via the JECS/ECUTEK ?

Andy

[Edited by Andy.F - 6/7/2002 11:57:52 PM]

Cam and crank should double up ok. But, realistically, wouldnt 2 TD04's be too much for a 2000cc engine?? LAG city. Maybe a 2.5 would be better?. It sounds like a hell of a lot of work to do using only std parts ( especially the ecu ). If you are going to the trouble of attempting that, then surely a stand alone management system would be better. While they may cost around £1000 ( some cheaper, some more ) it would give you control of all the engines functions. It would also allow YOU or anyone to modify the map etc, and not tie you to one or two people like the ecutek thing probably will. The cheapest I have seen are the DTAfast EXP48 at around £550+vat, or Emerald £600 incl. vat. You would have to buy a few sensors, and probably make up a new crank trigger. I recently bought the DTA fast P8Pro £850+vat, for another car Im working on, and it certainly seems to have a lot of features for the money. Im still waiting on fuel pump and injectors, but hopefully it will work well. It would also allow you to get rid of the Airflow meters, for easier plumbing.
Check:-
http://www.dtafast.co.uk/


[Edited by ustolemyname??stevieturbo - 6/8/2002 2:48:45 PM]

There is a lot of US experience with turbocharging the EJ25 certainly, and then some go big power by rebuilding and using a larger turbo. You may also wish to speak to Mark Aigin. Were you wanting the two TD04 turbos to be sequential? If not then why not just have one monster turbo? It is not like your gear ratios are over long or you are afraid of shifting :D ?

It sounds like a pure nightmare trying to get two JECS ECUs to cooperate!

[Edited by john banks - 6/8/2002 3:13:24 PM]