and bump...

 

In an ideal world, the switching capability would toggle the following maps:
1.) 3 High Oct Timing Maps
2.) High Oct Fuel Map
3.) Boost Control Load Offset
4.) 3 Max Wastegate Duty Maps
5.) 3 Boost Desired Engine Load Maps
6.) Injector Size Scaling
7.) Injector Battery Voltage Latency Compensation
8.) VVT Map

I know...I'm dreaming. These are what I would change for switching between 91oct and e85.

 

really? injector size+scaling as well?

hrmm!

atm im just switching highign #2 and highfuel. and it works pretty well, one of the tuners down here has a 230kw and a 250kw map... however he does have an AVCR so he changes boost that way...

 

If you wanted to go from gasoline/petrol to E85 (ethanol) you have to alter the injector scaling and voltages because they need to operate like an injector 30% smaller to work right.

So basically if I had 1000cc injectors and they were scaled (ignoring latency for a moment) at 850 or something to work right, I would have to scale them somewhere in the mid 500's like 550 or so to keep them where they need to be for fuel trims.

 

Some of us use the ECU for boost as well, so that option would be great to have. Hell, I'd run this if only for a valet map. A race gas map would be more beneficial though ...

 

hrmm ok.. well i've sorted out the valet stuff as well - not so much a map, but more of a restrictive rev limit... works pretty well

understand about the boost+injector stuff.

how many would run different boost setup on E85 or racegas?

ps Sorry JCS if I have stolen your thread eeck!

 

I know a few of the self-tuners active on this forum would enjoy the boost tuning.

 

^^ indeed, boost would be useful but I will take what I can get.

 

ok I just got confirmation that we don't really need to have high ign timing 1,2 and 3.

Just an alternate map for #2 works fine. This makes things simpler and works better for non IX's...

So essentially you would be leaving your #1 and #3's as stock and tuning #2 only.

 

Tephra, in my experience, only changing Timing #2 results in erratic timing results. While it may be true that the ECU primarily uses #2, it is still pulling from all maps and making using of #1 and #3. I wasn't able to get steady results until I changed #1 and #3 in addition to #2

 

well the ECU takes an average of (#1 and #2) OR (#2 and #3) and then uses the result as the timing.

so there shouldn't be any problems in just modifying #2. but ill wait for some others to post feedback

 

me

 

When I use a RAM ignition map I point all the high octane ignition maps to the same place in RAM.

Some maps are switchable through the original code.

Others like MIVEC and a lot of the 1d values are not so would need the lookup routines modifying.

The problem with all this is the practicality of rolling out complex patches to many different ECUs which is why I didn't progress it - also due to lack of time.

The other complication is that the way I did it requires custom map sizes, locations etc in the loggers for each different ECU for realtime RAM mapping.

I ended up modifying logger software of necessity to test it as well as writing the ECU stuff, and it was a big project just to get going for the JDM IX ECU.

You could easily make a full time job out of writing, releasing, supporting patches just for Evo ECUs!

 

Subscribing

 

Yep its a big task - not overly hard but easy to make mistakes so everything needs to be triple checked.

Also every time someone wants a ROM done I have to basically disassemble it to find all the correct memory addresses for things etc etc..