What management?
16-07-2008, 10:53 AM
#41
Not exactly suitable for a beginner though, unless its an RP Labs one!
16-07-2008, 10:58 AM
#43
Exactly that, if you havent got the hardware and software available to you in the first place, you wont get the same results no matter what data values you put in.
Mapping ultimately is just filling in a few variables that the original software then uses, the mapper isnt actually changing the code, only these variables, so if the code isnt good enough, it limits what the finished map will be capable of.
Bit like a rifle, if you have a good accurate rifle and you are a good shot, you will hit the target all the time, if the rifle isnt well made and consistant, or you have no talent, you wont.
16-07-2008, 11:13 AM
#45
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im not debating that tony, but why go for an aftermarket management, purely to then change it again, along with the loom, and add an extra 4 injectors, then turbo, then possilby cams.
as im sure the t2 is perfectly capable of controlling 4 750/800/1000CC injectors, so can run all the power he could ever possilbly need.
as im sure the t2 is perfectly capable of controlling 4 750/800/1000CC injectors, so can run all the power he could ever possilbly need.
Maybe you can tell me where I can purchase 1000cc 16 ohm injectors to work with a T2 from as I am struggling to find them that fit a cosworth thats why I was going to change to T6
also as for mapping this engine its going to Australia so getting it mapped by a tuner on a weber ecu set up in this country is not advisable , if any changes need to be made later on this is going to be virtually impossible in Australia.
On T2 /T6 any changes can be made by the customer with info over the phone.
Thinking of the customer long term
16-07-2008, 11:18 AM
#47
16-07-2008, 11:19 AM
#48
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Maybe you can tell me where I can purchase 1000cc 16 ohm injectors to work with a T2 from as I am struggling to find them that fit a cosworth thats why I was going to change to T6
also as for mapping this engine its going to Australia so getting it mapped by a tuner on a weber ecu set up in this country is not advisable , if any changes need to be made later on this is going to be virtually impossible in Australia.
On T2 /T6 any changes can be made by the customer with info over the phone.
Thinking of the customer long term
also as for mapping this engine its going to Australia so getting it mapped by a tuner on a weber ecu set up in this country is not advisable , if any changes need to be made later on this is going to be virtually impossible in Australia.
On T2 /T6 any changes can be made by the customer with info over the phone.
Thinking of the customer long term
you in australia mate?? where about.. whos building your engine and what spec
16-07-2008, 11:22 AM
#49
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Not my way of doing things, I use injectors of the correct ohm's only need a resistor failure & its goodbye Ecu
16-07-2008, 11:25 AM
#50
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16-07-2008, 11:30 AM
#52
But fair enough, if thats your reason, thanks for stating it, Im sure Pectel themselves would agree with it being best practice, and you are just therefore being professional after all, plus I beleive that you are in the fortunate position of not needing the work from what I hear, so have the benefit of being able to afford to say "my way or the highway"
Thanks for the reply.
16-07-2008, 11:39 AM
#54
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how about 750 or smaller, was just wondering why the swap, as im sure there are high impedance injectors out there more than suitable to flow fuel for a t38? or even a GT30?
as i can think of about 4-5 manufacturers that do them
as i can think of about 4-5 manufacturers that do them
Last edited by Ryan; 16-07-2008 at 11:40 AM.
16-07-2008, 11:40 AM
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16-07-2008, 11:41 AM
#56
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16-07-2008, 11:43 AM
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thanks for your help could you forward me details of suppliers for the 16 ohm injectors
16-07-2008, 12:08 PM
#63
Maybe you can tell me where I can purchase 1000cc 16 ohm injectors to work with a T2 from as I am struggling to find them that fit a cosworth thats why I was going to change to T6
also as for mapping this engine its going to Australia so getting it mapped by a tuner on a weber ecu set up in this country is not advisable , if any changes need to be made later on this is going to be virtually impossible in Australia.
On T2 /T6 any changes can be made by the customer with info over the phone.
Thinking of the customer long term
also as for mapping this engine its going to Australia so getting it mapped by a tuner on a weber ecu set up in this country is not advisable , if any changes need to be made later on this is going to be virtually impossible in Australia.
On T2 /T6 any changes can be made by the customer with info over the phone.
Thinking of the customer long term
16-07-2008, 12:11 PM
#64
So literally all you need is the live map mate. Ł500 job done. The end. Aftermarket cannot compete in your scenario, bar ONE issue.
That issue is that its only Ł500 if I personally map it, as to my knowledge, I am the only person who can live map the L8 ECU and leave you with the ALS & LC features you have allready paid for. As anyone else will be charging you for it all again, although that said, i dont know if anyone else in teh UK can supply it at all for that matter...
So, if you dont want me to map it for some reason (which is fine of course, i dont expect you to at all) , then its back to teh drawing board.
That issue is that its only Ł500 if I personally map it, as to my knowledge, I am the only person who can live map the L8 ECU and leave you with the ALS & LC features you have allready paid for. As anyone else will be charging you for it all again, although that said, i dont know if anyone else in teh UK can supply it at all for that matter...
So, if you dont want me to map it for some reason (which is fine of course, i dont expect you to at all) , then its back to teh drawing board.
Oh thats good. I thought you had to buy the whole lot again including the anti lag and launch control which would have worked out more expensive but as you have cleared up Ł500 for live remap def seems the way forward.
Thanks
16-07-2008, 12:22 PM
#67
Good good
One other thing, eventually this engine will end up in a escort cosworth May be a small turbo one or big turbo depending on what comes up at the time. How difficult is it to use the L8 ECU from the saphire if it has to be put into a small turbo escort? Is it just the loom needs changed over?
Thanks
One other thing, eventually this engine will end up in a escort cosworth May be a small turbo one or big turbo depending on what comes up at the time. How difficult is it to use the L8 ECU from the saphire if it has to be put into a small turbo escort? Is it just the loom needs changed over?
Thanks
16-07-2008, 02:47 PM
#69
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So literally all you need is the live map mate. Ł500 job done. The end. Aftermarket cannot compete in your scenario, bar ONE issue.
That issue is that its only Ł500 if I personally map it, as to my knowledge, I am the only person who can live map the L8 ECU and leave you with the ALS & LC features you have allready paid for. As anyone else will be charging you for it all again, although that said, i dont know if anyone else in teh UK can supply it at all for that matter...
So, if you dont want me to map it for some reason (which is fine of course, i dont expect you to at all) , then its back to teh drawing board.
That issue is that its only Ł500 if I personally map it, as to my knowledge, I am the only person who can live map the L8 ECU and leave you with the ALS & LC features you have allready paid for. As anyone else will be charging you for it all again, although that said, i dont know if anyone else in teh UK can supply it at all for that matter...
So, if you dont want me to map it for some reason (which is fine of course, i dont expect you to at all) , then its back to teh drawing board.
Which is why i suggested to be run on DTA as there is a guy literally up the road who does it. He's not a back street mapper either, works on millington stuff and has close links with mountune and various other rally orientated companies.
16-07-2008, 02:49 PM
#70
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Two other issues - the car is in Ireland - approx Ł700 travel and it needs a new loom as well...
Which is why i suggested to be run on DTA as there is a guy literally up the road who does it. He's not a back street mapper either, works on millington stuff and has close links with mountune and various other rally orientated companies.
Which is why i suggested to be run on DTA as there is a guy literally up the road who does it. He's not a back street mapper either, works on millington stuff and has close links with mountune and various other rally orientated companies.
well surley thats up to the owner.. it may save him in the long run.
16-07-2008, 04:33 PM
#71
Two other issues - the car is in Ireland - approx Ł700 travel and it needs a new loom as well...
Which is why i suggested to be run on DTA as there is a guy literally up the road who does it. He's not a back street mapper either, works on millington stuff and has close links with mountune and various other rally orientated companies.
Which is why i suggested to be run on DTA as there is a guy literally up the road who does it. He's not a back street mapper either, works on millington stuff and has close links with mountune and various other rally orientated companies.
Why does it need a new loom? It was running perfectly fine past few months apart from the oil leak and he can drive the car over on the chip that is in it which will save travel costs alot.
Last edited by daviddunlop83; 16-07-2008 at 04:39 PM.
16-07-2008, 10:11 PM
#72
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Thats true, this thread is actually pointless as the owner of the car didn't start it
I was just presenting another option to a Stu live map.
Boat + Fuel + Accomodation would still cost a lot. His multiplugs are starting to get dodgy, so the best thing to do is get a new loom. Contact cleaner will only work for so long lol.
Theres also the what if factor - what if something goes wrong with the ecu? Thats another trip to the mainland to sort, its one of the things we talked about regarding his RS turbo. Thats a serious bill before it even gets anywhere Norris....
If we were in England then i'd say Stu hands down, but in my opinion Gault is a better option for this car.
I was just presenting another option to a Stu live map.
Theres also the what if factor - what if something goes wrong with the ecu? Thats another trip to the mainland to sort, its one of the things we talked about regarding his RS turbo. Thats a serious bill before it even gets anywhere Norris....
If we were in England then i'd say Stu hands down, but in my opinion Gault is a better option for this car.
17-07-2008, 12:28 PM
#73
The point of this thread was to see what other options there are.
He didnt know that stu could work from the chip he already has meaning he doesnt loose the cost of the anti lag and launch control that has already been paid for.
Once the chip is written if there is a problem with the ECU itself, it can simply be posted, the car does not need to go if its simply an ECU problem but why would anything suddenly go wrong anyway and if its mechanical problem we built it so it wont need to go anywhere. Its not like the RS turbo that someone else built the engine.
No one said he was a back street mapper.
It is also very good information on the different ECU options and the pro's and cons of them over the L8 option.
Last edited by daviddunlop83; 17-07-2008 at 12:32 PM.
17-07-2008, 05:06 PM
#74
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So you need to ask all this for him? I remeber you saying all these sites are gay and nobody helps you on them
Looks like he's going dta anyway - its still cheaper despite what you think
Looks like he's going dta anyway - its still cheaper despite what you think
17-07-2008, 05:33 PM
#75
Cheaper doesnt mean its better but i doubt supply and map the DTA would be cheaper anyway.
Last edited by daviddunlop83; 17-07-2008 at 05:59 PM.
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