Live mapping tutorial by Stu.... Discussion Required
06-01-2005, 12:01 PM
#321
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Originally Posted by SECS
Azrael, The problems your "friend" is experiencing are down to
mapping and nothing else.
I have responded to all emails and questions from him and step by step
he is sorting out the problems with his map.
mapping and nothing else.
I have responded to all emails and questions from him and step by step
he is sorting out the problems with his map.
ECU's ARE complicated products and the S8 is much simplified when compared
with others but still require a level of skill, understanding and experience
when setting them up.
It is unfair of you to blame me for "others" inability to understand how to map
and configure an ecu or failure to understand how engines actually work.
with others but still require a level of skill, understanding and experience
when setting them up.
It is unfair of you to blame me for "others" inability to understand how to map
and configure an ecu or failure to understand how engines actually work.
If it was that easy Stu and other tuners would be out of a job.
At the end of the day, no matter who's ecu you use or no matter how much it
costs, it will ONLY be as good as the person tuning it and also how much
time and effort someone is prepared to put in to it.
Most people only think about the full load power mapping but there
are many other parameters needed for example cold start etc...
At the end of the day, no matter who's ecu you use or no matter how much it
costs, it will ONLY be as good as the person tuning it and also how much
time and effort someone is prepared to put in to it.
Most people only think about the full load power mapping but there
are many other parameters needed for example cold start etc...
For your info, the S8 EEC4 plug and play version is actually nearly ready for sale.
It is not available yet due to it being tested in the real world at present
by a WELL KNOWN respected tuning company.
Once they and I am happy with its performance it will be sold - not until then.
by a WELL KNOWN respected tuning company.
Once they and I am happy with its performance it will be sold - not until then.
When Idecide to get one I probbaly just drive to Stu's or somebody with lots of Cossie experience.
It is a shame that not everyone understands the amount of work that actually goes
into a product like these in terms of development.
It is NOT a five minute job.
into a product like these in terms of development.
It is NOT a five minute job.
More
and sense of humore please!
06-01-2005, 05:27 PM
#322
Testing the future
Originally Posted by Stu @ M Developments
foreigneRS wrote:
but it's very frustrating when you tease us by getting us to ask questions that you know you won't answer.
That wasnt the intention as that would be a total waste of both our time...
but it's very frustrating when you tease us by getting us to ask questions that you know you won't answer.
That wasnt the intention as that would be a total waste of both our time...
that's maybe oversimplying things, but what else is there to mapping? you stick some numbers in a table, that's the easy bit. the difficult bit is what numbers and why.
11-01-2005, 05:44 PM
#323
Advanced PassionFord User
So how do you map a brand new rebuilt engine that needs running in still?
Do it bit by bit as it gets run in, put some sort of general purpose map in for running in or just go "sod it!" and give it all
Do it bit by bit as it gets run in, put some sort of general purpose map in for running in or just go "sod it!" and give it all
11-01-2005, 07:46 PM
#324
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Fast Guy,
On the road,
New engines are run in on a map near enough to the spec so they can be driven.
Once run in, the final live map can be done.
On a proper engine dyno cell,
I have dynoed engines using a 3 hour run in process then mapped to full power.
All done in the same day !
On the road,
New engines are run in on a map near enough to the spec so they can be driven.
Once run in, the final live map can be done.
On a proper engine dyno cell,
I have dynoed engines using a 3 hour run in process then mapped to full power.
All done in the same day !
11-01-2005, 07:57 PM
#325
As Simon says, thats the way its done 
If your using me personally and its a wierd spec that IMO can ONLY be lived mapped to get it correct and your engien is new, i will send you a rev and boost limited version to get you up and running safely and nicely, based on a live mapped version of the same. They say a picture speaks a thousand words... This is a real invoice for such a job...
If your using me personally and its a wierd spec that IMO can ONLY be lived mapped to get it correct and your engien is new, i will send you a rev and boost limited version to get you up and running safely and nicely, based on a live mapped version of the same. They say a picture speaks a thousand words... This is a real invoice for such a job...
11-01-2005, 08:09 PM
#326
Advanced PassionFord User
Cheers guys
Would you recommend the owner continues his running in after your 3 hours or would you class it as fully run in, cos it beats 1000miles+ 
Originally Posted by SECS
I have dynoed engines using a 3 hour run in process then mapped to full power.
11-01-2005, 08:17 PM
#327
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Fast Guy,
On a dyno cell (not road run in),
The engine is run in on a special "rough" oil to INCREASE friction wear.
The engine is then run at a varying rpm with varying load which increases revs
and load over a period of time usually 2 to 3 hours.
This equates to around 500-800 miles of normal driving.
Then after this period, the filter and oil is changed then the engine is run
for 10 minutes to flush all the rubbish out.
The oil and filter are then changed again, then the engine can be loaded
fully and revved.
All tuners have their own method on the dyno cell for doing this but this particular
method is well proven.
On a dyno cell (not road run in),
The engine is run in on a special "rough" oil to INCREASE friction wear.
The engine is then run at a varying rpm with varying load which increases revs
and load over a period of time usually 2 to 3 hours.
This equates to around 500-800 miles of normal driving.
Then after this period, the filter and oil is changed then the engine is run
for 10 minutes to flush all the rubbish out.
The oil and filter are then changed again, then the engine can be loaded
fully and revved.
All tuners have their own method on the dyno cell for doing this but this particular
method is well proven.
16-01-2005, 06:53 PM
#329
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Stu, looks to me like you want this to continue, so, heres a question.
I believe, though dnt know (am kind of asking), that when we map ignition, we map it to the point of detonation (heard through the above detcans) - and then back off a little.
What exactly is happening during this ignition advance provoked det? Is it an unstable burn?? or, is it that the burn is fine, and peak cylidner pressures are reached too early (before TDC maybe?)
Thanks, hope this question will heplp others understand a little more about it too
I believe, though dnt know (am kind of asking
), that when we map ignition, we map it to the point of detonation (heard through the above detcans) - and then back off a little.What exactly is happening during this ignition advance provoked det? Is it an unstable burn?? or, is it that the burn is fine, and peak cylidner pressures are reached too early (before TDC maybe?)
Thanks, hope this question will heplp others understand a little more about it too
16-01-2005, 06:54 PM
#330
Originally Posted by PhilM
Stu, looks to me like you want this to continue, so, heres a question.
I believe, though dnt know (am kind of asking), that when we map ignition, we map it to the point of detonation (heard through the above detcans) - and then back off a little.
What exactly is happening during this ignition advance provoked det? Is it an unstable burn?? or, is it that the burn is fine, and peak cylidner pressures are reached too early (before TDC maybe?)
Thanks, hope this question will heplp others understand a little more about it too
I believe, though dnt know (am kind of asking
), that when we map ignition, we map it to the point of detonation (heard through the above detcans) - and then back off a little.What exactly is happening during this ignition advance provoked det? Is it an unstable burn?? or, is it that the burn is fine, and peak cylidner pressures are reached too early (before TDC maybe?)
Thanks, hope this question will heplp others understand a little more about it too
16-01-2005, 07:07 PM
#331
Ok,
Heres a small explanation i did for another topic but ive altered slightly to make it more suitable for this one..
Detonation in any engine can be caused by a number of things....
1) Excessive cylinder pressures:
This is created by having the maximum PCP earlier than 10deg ATDC. This is of course why we have an advance curve in teh first place, to keep our PCP around the 10 - 20 DATDC area under all conditions.
2) Excessive heat:
Cylinder head and combustion chamber temps can give rise to detonation and far more damaging "pre ignition" (Pinking as you know it) This is simply due to reaching what is in effect the fuels flashpoint.
3) Wrong or poor fuel:
As above, we want a fuel that burns slowly otherwise we will again exceed the PCP target area and cause massively excessive cylinder pressures that will blow holes in things. (Yes, optimax will burn SLOWER than say, sainsburys crap)
4) Excessive advance:
This again is a PCP issue and the first clue you will have is she will feel probably her fastest ever... then boom
5) lean mixture:
Lean mixtures = hotter burn, again taking us across and back to the heat problem. Lean mixtures also burn and flash faster so taking us to the pre PCP area problem.
6) Excessive EGT.
Often created by a combination of teh above. This will put excessive heat into the exhaust valves with corresponding heat and pre ignition problems as desribed above.
7) Excessively hot/cold ICT.
Hot and cold air has an effect on ICP and also AFR. We need to richen as the air cools and lean off as it gets hot. Failure to do so will make our advance curve WRONG. Beware.
And a question from that post that was also relevant to this one in a way so ive left it in:
Detonation in an engine is usually very slight.
A very slight problem will only usually kill an engine if it occurs for a sustained period. So if we have say, det at 5500rpm (common for YB).
In 1st gear flat out she spends maybe, what? 1/4 second there?
In 3rd gear flat out she spends maybe, what? 1.5 seconds there?
In 5th gear flat out she spends maybe, what? 5 seconds there?... Boom.
Hope this helps somewhat.
Heres a small explanation i did for another topic but ive altered slightly to make it more suitable for this one..
Detonation in any engine can be caused by a number of things....
1) Excessive cylinder pressures:
This is created by having the maximum PCP earlier than 10deg ATDC. This is of course why we have an advance curve in teh first place, to keep our PCP around the 10 - 20 DATDC area under all conditions.
2) Excessive heat:
Cylinder head and combustion chamber temps can give rise to detonation and far more damaging "pre ignition" (Pinking as you know it) This is simply due to reaching what is in effect the fuels flashpoint.
3) Wrong or poor fuel:
As above, we want a fuel that burns slowly otherwise we will again exceed the PCP target area and cause massively excessive cylinder pressures that will blow holes in things. (Yes, optimax will burn SLOWER than say, sainsburys crap)
4) Excessive advance:
This again is a PCP issue and the first clue you will have is she will feel probably her fastest ever... then boom
5) lean mixture:
Lean mixtures = hotter burn, again taking us across and back to the heat problem. Lean mixtures also burn and flash faster so taking us to the pre PCP area problem.
6) Excessive EGT.
Often created by a combination of teh above. This will put excessive heat into the exhaust valves with corresponding heat and pre ignition problems as desribed above.
7) Excessively hot/cold ICT.
Hot and cold air has an effect on ICP and also AFR. We need to richen as the air cools and lean off as it gets hot. Failure to do so will make our advance curve WRONG. Beware.
And a question from that post that was also relevant to this one in a way so ive left it in:
Bosch Man
So if i make it run say 11.2 afr very rich will that cool it down enuuf not to det thru heat and where would the det really occur in 4th 5th gear only????
A very slight problem will only usually kill an engine if it occurs for a sustained period. So if we have say, det at 5500rpm (common for YB).
In 1st gear flat out she spends maybe, what? 1/4 second there?
In 3rd gear flat out she spends maybe, what? 1.5 seconds there?
In 5th gear flat out she spends maybe, what? 5 seconds there?... Boom.
Hope this helps somewhat.
16-01-2005, 09:05 PM
#333
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When mapping, at what % of injector duty do back of?
Some say 75% and also heard of some running 95% even flat out in some applications.
Also some injector calculators seems to be very conservative on hp supllied. Like my 403's only suporting fuel for something like (503 * 4 * 0,8)/5,1= 315 hk
503 cc/min
4 nr of injectors
0,8 inj dutycycle
5,1 fuel consumption under load
I know I have more hk than that
You have a better (maybe more accurate) formula?
Link to site http://www.mrm-racing.a.se/index1.htm
Some say 75% and also heard of some running 95% even flat out in some applications.
Also some injector calculators seems to be very conservative on hp supllied. Like my 403's only suporting fuel for something like (503 * 4 * 0,8)/5,1= 315 hk
503 cc/min
4 nr of injectors
0,8 inj dutycycle
5,1 fuel consumption under load
I know I have more hk than that
You have a better (maybe more accurate) formula?
Link to site http://www.mrm-racing.a.se/index1.htm
17-01-2005, 01:55 PM
#334
I dont like to see the injectors duration exceed 80 where possible unless for very short periods of time. Injector stutter and coil overheating can wreck an engine when pushed hard with high revs, but it has to be said modern injectors are very resiliant, but my professional opinion stands that if you want more power, buy a bigger injector rather than risk pushing your old ones harder. Once the customer understands that that is my view, i will of course do other than teh above if asked.
To calculate injector size required is quite simple really:
First:
Multiply your required Engine Horsepower X your BSFC = (answer 1)
Next
Multiply the number of injectors used x 0.8 = (answer 2)
Now divide answer 1 by answer 2.
Example:
500bhp x 0.5 = 250 (answer 1)
4 injectors x 0.8 =3.2 (answer 2)
250 divided by 3.2 = 78.12lb per hour
So you need to find an injector that will flow 78.12lb per hour at your given fuel pressure and your job is a complete.
That is pretty much it.
For a high comp race engine, figure on around 0.42 BSFC and a low comp turbo lump around 0.55 - 0.65, and you wont go too far wrong.
A good cossie lump can have a higher than expected BSFC and as a result can make more horsepower per Lb than some others, so bear that in mind.
Hope this helps.
To calculate injector size required is quite simple really:
First:
Multiply your required Engine Horsepower X your BSFC = (answer 1)
Next
Multiply the number of injectors used x 0.8 = (answer 2)
Now divide answer 1 by answer 2.
Example:
500bhp x 0.5 = 250 (answer 1)
4 injectors x 0.8 =3.2 (answer 2)
250 divided by 3.2 = 78.12lb per hour
So you need to find an injector that will flow 78.12lb per hour at your given fuel pressure and your job is a complete.
That is pretty much it.
For a high comp race engine, figure on around 0.42 BSFC and a low comp turbo lump around 0.55 - 0.65, and you wont go too far wrong.
A good cossie lump can have a higher than expected BSFC and as a result can make more horsepower per Lb than some others, so bear that in mind.
Hope this helps.
17-01-2005, 10:11 PM
#336
Evening Wes,
Its essentially an educated guess for an engine you havent Dynod as its based on the fuel requirements for the horsepower developed by the engine.
The brake specific rule of thumb is that your average piston engine will consume 1/2 a pound of fuel per bhp per hour. This is termed .5 BSFC. The best brake number always occurs at peak torque where the engine is opperating most efficiently.
Its essentially an educated guess for an engine you havent Dynod as its based on the fuel requirements for the horsepower developed by the engine.
The brake specific rule of thumb is that your average piston engine will consume 1/2 a pound of fuel per bhp per hour. This is termed .5 BSFC. The best brake number always occurs at peak torque where the engine is opperating most efficiently.
19-01-2005, 10:46 PM
#337
Advanced PassionFord User
It used to be the case that you had to drop the compression for big boost engines.
With all this modern technology can you build a high compression engine with with high boost (for everyday road use,not wrc rally for eg ) and map it to run safely longterm, or is lower compression/high boost still the best bet to achieve big power?
With all this modern technology can you build a high compression engine with with high boost (for everyday road use,not wrc rally for eg
) and map it to run safely longterm, or is lower compression/high boost still the best bet to achieve big power?
20-01-2005, 02:59 PM
#338
Professional Waffler
It used to be the case that you had to drop the compression for big boost engines.
With all this modern technology can you build a high compression engine with with high boost
20-01-2005, 03:20 PM
#339
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GARETH T,
Modern piston design techniques DO help to reduce DET
enabling more boost or advance to be used.
(Profiled dish, and piston total seal wear ridges)
Trouble is, MOST people do not seem to look beyond MAHLE and COSWORTH for their pistons.
MY car for example, is CR 8.2:1, can run upto 2.3 bar of boost and the EGT's
are well under control. .
Also, THE comfort zones that tuners use in writing ignition maps can be more
accurate and smaller as ecu technology is more refined now.
You are right, modern petrol is sh*t though
Modern piston design techniques DO help to reduce DET
enabling more boost or advance to be used.
(Profiled dish, and piston total seal wear ridges)
Trouble is, MOST people do not seem to look beyond MAHLE and COSWORTH for their pistons.
MY car for example, is CR 8.2:1, can run upto 2.3 bar of boost and the EGT's
are well under control. .
Also, THE comfort zones that tuners use in writing ignition maps can be more
accurate and smaller as ecu technology is more refined now.
You are right, modern petrol is sh*t though
20-01-2005, 03:25 PM
#340
Professional Waffler
Modern piston design techniques DO help to reduce DET
enabling more boost or advance to be used.
(Profiled dish, and piston total seal wear ridges)
enabling more boost or advance to be used.
(Profiled dish, and piston total seal wear ridges)
Also, THE comfort zones that tuners use in writing ignition maps can be more
accurate and smaller as ecu technology is more refined now.
accurate and smaller as ecu technology is more refined now.
20-01-2005, 06:41 PM
#342
Testing the future
will be building my own. capable of reading sensors directly like original secs monitor (plus addition lambda and egt - 8 analogue inputs in total) and getting readings from S8 over the serial connection. plus will have a built in radio controlled clock and laptimer, 5 programmable shift lights (activated by rpm signal), facility for boost control, gps input over serial connection for road speed, position, direction, height etc. plus datalogging output over serial or can bus.
will be proper bo i tell thee, and less than 200 quid fully built.
will be proper bo i tell thee, and less than 200 quid fully built.
24-01-2005, 04:56 PM
#343
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this is a LONG post now so sorry if its already been asked ...
after seeing the post on the AFR kit i was wondering how much it costs for all of the equipment needed to properly map a car? thinking of it from a business point of view it cant be easy to set up a new business involving mapping. especially without an established reputation as i know personally i would only use a well known mapper as i couldnt afford for them to make a mistake!
after seeing the post on the AFR kit i was wondering how much it costs for all of the equipment needed to properly map a car? thinking of it from a business point of view it cant be easy to set up a new business involving mapping. especially without an established reputation as i know personally i would only use a well known mapper as i couldnt afford for them to make a mistake!
24-01-2005, 08:32 PM
#344
Well,
If you were model specific, then its reasonably cost effective but if you want to be able to map pretty much anything, it gets expensive, especially when dealing with modern checksum algorythms as you often need 3rd party software to deal with it.
Also depends what quality of hardware you require. Example: That AFR Kit you saw on the other post today would no doubt serve you quite well for a while at Ł400 ish.. where as my industry standard unit is Ł6000+vat.
As with many things, the final answer is "It depends" Ive spent over Ł30K, but i can think of another Ł30K worth of usefull kit i still aspire to purchase... where do you draw the line? LOL
If you were model specific, then its reasonably cost effective but if you want to be able to map pretty much anything, it gets expensive, especially when dealing with modern checksum algorythms as you often need 3rd party software to deal with it.
Also depends what quality of hardware you require. Example: That AFR Kit you saw on the other post today would no doubt serve you quite well for a while at Ł400 ish.. where as my industry standard unit is Ł6000+vat.
As with many things, the final answer is "It depends"
Ive spent over Ł30K, but i can think of another Ł30K worth of usefull kit i still aspire to purchase... where do you draw the line? LOL
24-01-2005, 08:56 PM
#345
Fast Guy,
With all this modern technology can you build a high compression engine with with high boost (for everyday road use,
With all this modern technology can you build a high compression engine with with high boost (for everyday road use,
it is well possible, and in my experiance high comp engines are lovely to use versus low comp, my own engine is over 9.0:1 and is turboed and mapped to 2 bar of boost by MSD !!
ok so its a rally engine in a rally car , but , driveabilty is a serious key factor to smoothness in a rally car , i dont want the car to be very flat , then all of a sudden a massive boost spike , and if you think that they are lifed , i wouldnt expect to remove an engine for 20 events , thats approx 1800 miles at full flat out power , plus a load of road miles inbetween ,
so if you compare that to a road car which may see that amount of flat out use over what 3 years ??
food for thought !!
a lot more than i would have guessed then!!
26-01-2005, 08:40 PM
#349
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Dunno if you know Stu but the link on your MSD site to this disscusion needs amending.
And whist im here, have/can you live map a new standard clio182 and what would be expected gains?
And whist im here, have/can you live map a new standard clio182 and what would be expected gains?
26-01-2005, 08:48 PM
#350
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Originally Posted by foreigneRS
will be building my own. capable of reading sensors directly like original secs monitor (plus addition lambda and egt - 8 analogue inputs in total) and getting readings from S8 over the serial connection. plus will have a built in radio controlled clock and laptimer, 5 programmable shift lights (activated by rpm signal), facility for boost control, gps input over serial connection for road speed, position, direction, height etc. plus datalogging output over serial or can bus.
will be proper bo i tell thee, and less than 200 quid fully built.
will be proper bo i tell thee, and less than 200 quid fully built.
.I am about to write a microcontroller to interface a number of systmes on my car.
Essentially it will link my GPS reciever, my S8 ecu, my PDA when in car, and a dash display.
I'll have a perminant VFD dash display showing engine sensors, my GPS unit will be able to work with the display, and my PDA (for tomtom), I will also have the S8 data fed to the PDA (am writing some digi dash/datalogging software for it).
Keep me posted on how yours is doing mate!
nice one. 
04-04-2005, 12:28 AM
#355
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Stu,
Can i ask, What affect the fuel pressure has on a map???
I was just thinking that the Ecu has no sense or control over it, so therefore what effect would its base setting have on the rest of the map?
i.e. If 3.5 was tested and shown to provide best fueling, what affect would the fuel pressure have on the map if say adjusted to 3.0bar or 4.0bar???
Im assuming that the higher pressure would provide a greater flow rate and the lower a less flow rate, so does that mean it could potentially lean or rich the entire map???
Hope thats not off topic
Can i ask, What affect the fuel pressure has on a map???
I was just thinking that the Ecu has no sense or control over it, so therefore what effect would its base setting have on the rest of the map?
i.e. If 3.5 was tested and shown to provide best fueling, what affect would the fuel pressure have on the map if say adjusted to 3.0bar or 4.0bar???
Im assuming that the higher pressure would provide a greater flow rate and the lower a less flow rate, so does that mean it could potentially lean or rich the entire map???
Hope thats not off topic
04-04-2005, 06:57 AM
#356
Originally Posted by CosRush
Stu,
Can i ask, What affect the fuel pressure has on a map???
I was just thinking that the Ecu has no sense or control over it, so therefore what effect would its base setting have on the rest of the map?
i.e. If 3.5 was tested and shown to provide best fueling, what affect would the fuel pressure have on the map if say adjusted to 3.0bar or 4.0bar???
Im assuming that the higher pressure would provide a greater flow rate and the lower a less flow rate, so does that mean it could potentially lean or rich the entire map???
Hope thats not off topic
Can i ask, What affect the fuel pressure has on a map???
I was just thinking that the Ecu has no sense or control over it, so therefore what effect would its base setting have on the rest of the map?
i.e. If 3.5 was tested and shown to provide best fueling, what affect would the fuel pressure have on the map if say adjusted to 3.0bar or 4.0bar???
Im assuming that the higher pressure would provide a greater flow rate and the lower a less flow rate, so does that mean it could potentially lean or rich the entire map???
Hope thats not off topic
Yes, once the map is completed, extra pressure will richen the entire map and less pressure will lean the entire map.
However, when going for extrra pressure you will sometimes lean it off at high boost due to exceeding the pumps flow/pressure capabilities for that given horsepower requirement. Be carefull with excess pressures.
04-04-2005, 07:18 AM
#357
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Awesome Topic by the way...
Some mre Noddy Questions...
1. Injector Duration - Im guessing its the time the injector is open and closed, and that at the preset pressure set by the reg. flow X amount of fuel. So what exactly are you trying to achieve when you start changing the duration?
What effects can happen?
2. The map itself, does the amount of data equal how accurate the map can be?
For example, if a Map has a Load table that has X number of references, does another Ecu with with twice as many mean the map can be any better???
Or is it that another Ecu which has more Parameters in total provide a better map?
Hope these are aren't too basic for you, but it is monday morning...
Some mre Noddy Questions...
1. Injector Duration - Im guessing its the time the injector is open and closed, and that at the preset pressure set by the reg. flow X amount of fuel. So what exactly are you trying to achieve when you start changing the duration?
What effects can happen?
2. The map itself, does the amount of data equal how accurate the map can be?
For example, if a Map has a Load table that has X number of references, does another Ecu with with twice as many mean the map can be any better???
Or is it that another Ecu which has more Parameters in total provide a better map?
Hope these are aren't too basic for you, but it is monday morning...
04-04-2005, 07:47 AM
#358
CosRush,
1. Injector Duration - Im guessing its the time the injector is open and closed, and that at the preset pressure set by the reg. flow X amount of fuel. So what exactly are you trying to achieve when you start changing the duration?
What effects can happen?
1. Injector Duration - Im guessing its the time the injector is open and closed, and that at the preset pressure set by the reg. flow X amount of fuel. So what exactly are you trying to achieve when you start changing the duration?
What effects can happen?
2. The map itself, does the amount of data equal how accurate the map can be?
For example, if a Map has a Load table that has X number of references, does another Ecu with with twice as many mean the map can be any better???
Or is it that another Ecu which has more Parameters in total provide a better map?
For example, if a Map has a Load table that has X number of references, does another Ecu with with twice as many mean the map can be any better???
Or is it that another Ecu which has more Parameters in total provide a better map?
Hope these are aren't too basic for you, but it is monday morning...
If this topic is likely to be active for some time i will shift it back over to gen diss for a while. What do you think?
04-04-2005, 07:59 AM
#359
PassionFord Post Troll
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Dont know if it realy matters Stu,
I always log on and check 'Posts since last visit' so no matter whch one its in i'd still see it...
Going back to my Question 1 above.
Day the injectors have a useage band, that is (im trying to word this so you understand what the hell im on about) an area where they are not operating efficiently (under or overuse), i suppose what im asking in a nutshell is, when you say go from standard injectors to 803's, the 803's can flow more fuel at the same pressure as the standard ones, but can this be offset by the duration???
Increase flow on standards and reduce it on 803's....
I always log on and check 'Posts since last visit' so no matter whch one its in i'd still see it...
Going back to my Question 1 above.
Day the injectors have a useage band, that is (im trying to word this so you understand what the hell im on about) an area where they are not operating efficiently (under or overuse), i suppose what im asking in a nutshell is, when you say go from standard injectors to 803's, the 803's can flow more fuel at the same pressure as the standard ones, but can this be offset by the duration???
Increase flow on standards and reduce it on 803's....