I know the usual suspects but is there anyone that can do this south west-ish or Thames Valley?

 

power enginering in uxbride do it mate

 

Many thanks for that. Email sent to them.

 

Power Engineering don't map Weber management.

Tony @ Turbosystems would get my vote for mapping Weber. He's up in Newcastle-under-Lyme so not down south but it's worth travelling for a good mapper IMO.

 

I was wondering that, I don't want to just buy a chip "custom" written for the car. I want a live map, the chip I have is nearly there but no cigar.

 

Give Tony a shout mate, you won't go wrong.

 

Cheers, They`re actually the second closest to me after Karl Norris who I spoke to a few weeks ago. Another option, thanks.

Edited to add, whoever is happiest mapping it with the Apexi AVCR-s boost controller!

 

Grove garage Ahmed Bayjoo romford he has some of the best cars going there ! !

 

Make sure whoever does it really is doing it "live" by watching them alter things in real time with a live trace on screen.
It's shocking the amount of tuners claiming to be live mapping when they aren't at all. They are just burning chips and trying them out. The amount of customers who are shocked when they see me doing it properly is disappointing after they have already paid others to do the same.

 

Stu,
I already have an MSD chip and it runs the car pretty well to be honest. It is however very rich in places and there is a hesitation 2700-3000rpm. I spoke to you guys while you were on holiday regarding RP Labs IAW Monitor and was put in touch with Nikola direct, who was very helpful and will probably purchase this. I was also talking to you guys about tweaking the chip as this can be done quite cheaply, so I took the car along to Matt Thorne at M Tech Automotive, who are my nearest rolling road, for a rolling road run so he could highlight any changes that may need to be made to the chip. It`s still to be dynode as there was a problem with alternator bracket mount.
I`m now thinking that a live mapping would be a better idea. I really don`t like the idea of rolling roads but I think my car would be impossible to map on the road because even at 1.3 bar (which I`ve limited it to since Reyland rebuilt the engine) it is absolutely savage!

 

Looks like a drive to Blackpool is in order lol

 

Does sound that way doesn`t it! Hmmm how am I going to get that one past the misses? She`s not happy as it`s cost me nearly £4 for every one of the 1500 miles driven in it so far!!
She doesn't`t even realise it`s not tucked up in the garage at the mo and that a Proton courtesy car has taken it`s place.

Stu, what do you suggest?

 

As above its well worth travelling for a good mapper. I travelled far just for a stg1 setup . People may think its far fetched doing so but I cannever understand that tbh.
Do it right do it once.

 

Hi mate,
Well, obviously live calibration is by far the ultimate solution, there simply is no substitute and we can do that on the dyno in one day no bother and it costs £300 all in.

However, I regularly do new EPROMS based on good reliable feedback from a tuner (Inded that's how all of my 106 installers operate) so if your local tuner can give us good solid feedback of:

• RPM
• Boost Level
• Throttle position
• AFR

Then we can get your ECU calibration pretty damn close by post. In fact, if you choose a tuner capable of programming a 27C128 Eprom we can do it by E-Mail and nail the job down in one day no problem.

Failing that, I will put the kettle on and you get to work on telling the missus how you have always wanted to see what the view is like from the top of the tower. ROFLOL

 

Thanks for your reply Stu. Do you know your way round the apexi-avcrs boost controller by any chance? I`m also looking at getting a 50/50 water/meth injection to reduce ACTs. If I do it will be the HFS3 system from Aquamist as it has built in fail safes like dumping boost if water runs out and water is metered against injector duty cycle not just boost pressure.
Can you map with the above systems?

 

Yes - No problem.
The thing with the YB and Jap boost controllers is that due to the way they control the boost they can cause a meltdown, making a live map even more worthwhile.


Yes mate, can sort that given enough time, however, do you actually have a measured ACT problem to make the expenditure worthwhile?

 

Some good advice here from stu

 

Im a bit lost by that comment as surely pressure is just that pressure and the same goes with engine speed so if the ecu is calibrated properly should there be a issue ?

 

I will elaborate with some dyno graphs if I can find some suitable ones.

 

Cool

 

Ok,
This isnt going to be the easiest thing to translate into words, so I hope the pictures help.
(one is 2wd and ones 4wd but same engine specs. Ive graphed road speed in 3rd so only one "curve" to look at)

Lets look at a typically standard Amal valve controlled boost curve for a standard YB with Siemens 55s and T34 turbo.



Ok, so note that we have a nice big slug of midrange boost at 31psi and then the boost tails down. Now, for those of you whom have never considered why this is, its because as the turbine housing exhaust pressure increases as the engine pumps more and more air through it per second, it starts to overcome the spring pressure in the wastegate and opens it a little.

When this is allied to the fact that the turbocharger is well out of its efficiency range we have only one result - the boost starts to tail down... its an inevitable curve caused by the bleed off method. As a matter of fact worth noting, when using amal boost control, the boost spike is largely determined by the fuel we have available at 6500rpm and as such, how much boost we can have at 6500rpm. Essentially, we up the boost in the midramnge according to how much we have left of it at high revs when we are running out of injector opening time. (Induction stroke time base)

So this engine will have been checked and calibrated when mapped as follows:

• 4600rpm - 31psi - fuel ok - no detonation
• 5000rpm - 31psi - fuel ok - no detonation
• 5400rpm - 30psi - fuel ok - no detonation
• 5800rpm - 28psi - fuel ok - no detonation
• 6200rpm - 25psi - fuel ok - no detonation
• 6600rpm - 24psi - fuel ok - no detonation
• 7000rpm - 23psi - fuel ok - no detonation

That map would be perfectly safe to mail out to anyone with a YB and that engine spec controlled by an amal valve and couldnt achieve over 25psi after 6000rpm. Happy days.

However, lets get that same car back in and fit a cheap electronic boost controller with no overboost facility and see what happens to the boost curve to keep the same engine safe.



The very same engine is now running....

• 4600rpm - 25psi - fuel ok - no detonation
• 5000rpm - 25psi - fuel ok - no detonation
• 5400rpm - 25psi - fuel ok - no detonation
• 5800rpm - 25psi - fuel ok - no detonation
• 6200rpm - 25psi - fuel ok - no detonation
• 6600rpm - 25psi - fuel ok - no detonation
• 7000rpm - 25psi - fuel ok - no detonation

As you can plainly see, the boost curves generated by the 2 boost control systems are very different indeed, and since that controller cant have an overboost function, the boost is set to the max those injectors can deal with at 6500rpm, which on this particular engine turned out to be 24psi.

Now Imagine if the owner had just thought, well, it used to run 31psi, so I will set it to that. This same engine would have had 31psi from 4600 - 7000rpm as the boost doesnt tail down with a good controller because good boost controller monitor the boost pressure and opens/close the wastegate accordingly to ensure the set boost pressure is maintained.

With a jap controller set to the same boost as it used to "peak" at on the Amal system, that same engine would now run:

• 4600rpm - 31psi - fuel ok - no detonation
• 5000rpm - 31psi - fuel ok - no detonation
• 5400rpm - 31psi - fuel ok - no detonation
• 5800rpm - 31psi - fuel lean - probably no detonation
• 6200rpm - 31psi - fuel lean - probable detonation
• 6600rpm - 31psi - fuel lean - probable detonation
• 7000rpm - 31psi - fuel lean - probable detonation

Happy days, lets roll, here comes the boost!

• 5000rpm, yeah!
• 5500rpm. feeling good still, might even be faster! What an awesome investment!
• 6000rpm, god, feel how much faster it is now...jees!
• 6500rpm... cant believe this, wish id bought one years ago... wait, what was that missfire?
• 6750.... Still pulling hard... god, im quite scared... (rattle, tinkle...)
• 7000... BOOM.

 

That`s really interesting, thanks. If I`m being brutally honest, the apexi came with the car, I`m sure it`s a great bit of kit in the right hands as the mapping of boost to gear is helpful in something like a Westfield where traction is a problem. BUT it`s overcomplicated and I have techno-fear! What would be a simpler option? I might add boost is pegged at 1.3bar for now.

Stu, I did mention it`s a Westfield didn`t I?.......Come back don`t run away or nearly set fire to it like Martoon did!
The ACT were meant to be logged today on dyno but some fabrication work is taking a wee bit longer. The only reason I think there is probs is that it feels massively slower when the chargecooler water has soaked up a bit of heat in traffic.
Plus have had some contact with Porkie and Polly_x who have some experience here!

 

Stu ,forget my ignorance but how do you email a chip to you? , how do you get the info off the email and on to encrypted chip ,do you need a dataman,and how do you erase the the info off the chip iam confused

 

They are awesome mate, Id keep it personally as if nothing else, the multi stage boost is well worth having for different driving conditions. But it depends just how simple you want to keep things.


Yeah, I quite like ham and mushroom Pizza too, especially when allied to a nice slice of... eh? Ah sorry, wrong topic. Wrong forum in fact, bye!

 

I wasn't aware it was a Westy.
The BEST way to deal with air temps is not to heat it up in the first place but that of course is down to what power you want, and what turbo you have.
What's the engine spec?

This chap from France had sensible low boost, good power and sensible ACT's because of it.

 

Basically, the chosen tuner will test the vehicle, log some data for me as mentioned above and then I will create a new calibration and instead of burning that calibration to an EPROM I will simply attach it to an E-Mail and fire it back to the tuner. He then loads his programmer up with the correct type of blank EPROM installed and programs that file I e-mailed him onto the EPROM and then installs it in place of the one in the car.

Simple as that mate.

 

Stu, who can do that, and has a rolling road down south? Otherwise it's coming to you.

 

It's on an internally gates gt3076r, 83lb Siemens, ported head 26mm inlet / 25mm exhaust, bd16 inlet/bd14 exh cams. 6 long 4 short bolts. 7.9:1 C/R. Custom built chargecooler set up.

 

Awesome engine spec mate, the electronic boost controller is going to score there as for most sutuations she's going to be fine at low boost and thus, lower air temperatures too. The problem is going to be getting any Dyno to load that up properly, you would be better with a hub Dyno in all honesty but then, finding one who can map weber or can work with me to program it remotely may not even be possible. Don't get me wrong, I'm more than happy to have a go at it live for you on the Dyno. Would be handy if you could replace the dampers with solid uprights though so we can get some proper tension on the rear wheels.

 

We use a hub dyno if required and map weber

 

There you go. Passionford webteam to the rescue.

 

Strangely enough I was mapping one on Friday exactly the same spec as the OP's
2.5 bar of boost was the lowest it made lol

 

That sounds awesome! How did it go? Do you have any results? How were they cooling the charge? So it looks like "racing whizzer" (as my wife calls it) is coming to Turbosystems. Now if only we could get it to fire now!

 

do you know what your charge temps are,be interesting with a comparison with mine

 

I don`t at the moment. I doubt they`re too bad at 1.3bar. What system are you running?

I have just bought an AIT gauge though, I think on short bursts of boost they are pretty good. After a run you can quite happily put your hand on pipe between chargecooler and throttle body and on plenum, but the last 4 miles to my house you can`t use boost anyway as there are deer, badgers, pheasants, grouse and the roads are terrible so that could account for the coolness to touch.

 

Take a look at these guys,
http://www.fcperformance.co.uk/
Website says specialising in Italian cars but I know Leighton has tuned a lot of cossies aswell, he also live mapped my fiat coupe 16v turbo (which I believe uses the same ECU as your cossies) to 370bhp running t34 @ 23psi.
Give him a call, the guy knows his shit...... And he's in the Southwest, in Bristol.

Nick