Basic Question on Reflash and Piggyback ECU Tuning...
Originally Posted by MalibuJack
You'll find most ECU's, Piggybacks, and Standalones will interpolate between entries.. The matrix for tuning on the XEDE and the UTEC are larger than the matrix in the factory ECU..
Also, Eric pointed out another good point, the UTEC does take control of timing directly, however it has very good knock detection algorithms and will retard timing when knock is detected.. These parameters are configurable. This actually has been a feature that the UTEC for the evo always had.
Each method of controling timing has its advantages and disadvantages. Some piggybacks will offset timing from stock, its main disadvantage is your timing may be different depending on several different circumstances. Its advantage is the OE Knock control in the ECU is still active (Though that can also have its downsides). However this and full control of the injectors does make the UTEC a closer sibling to a full standalone than a piggyback.
Also, Eric pointed out another good point, the UTEC does take control of timing directly, however it has very good knock detection algorithms and will retard timing when knock is detected.. These parameters are configurable. This actually has been a feature that the UTEC for the evo always had.
Each method of controling timing has its advantages and disadvantages. Some piggybacks will offset timing from stock, its main disadvantage is your timing may be different depending on several different circumstances. Its advantage is the OE Knock control in the ECU is still active (Though that can also have its downsides). However this and full control of the injectors does make the UTEC a closer sibling to a full standalone than a piggyback.
How is the fuel map laid out on the utec?
Oh, and I forgot to answer your original question.. The tuner is the biggest factor in making power, ultimately the method of engine management is going to be determined by a few things.. (Choosing between a Reflash, Piggyback, Full Standalone)
1) How static will your configuration be
2) How much control do you want for making adjustments yourself
3) What compromises are you willing to make in getting the features you want most
4) Do you expect to have some level of warranty honored
5) What modifications are you willing to make, and is the ability to return to it stock a factor
6) Does your state's emissions and safety inspection have specific testing procedures (OBD-II test, visual, dyno, etc..
Everyone should have their "First tune" done professionally on a dyno, no matter what you end up using. Where you go from there really is up to you.
Ultimately, unless you've radically altered the car, you don't need a standalone. But you do need to be able to compensate for the shortcomings of the components your dealing with when you pass performance points.
1) How static will your configuration be
2) How much control do you want for making adjustments yourself
3) What compromises are you willing to make in getting the features you want most
4) Do you expect to have some level of warranty honored
5) What modifications are you willing to make, and is the ability to return to it stock a factor
6) Does your state's emissions and safety inspection have specific testing procedures (OBD-II test, visual, dyno, etc..
Everyone should have their "First tune" done professionally on a dyno, no matter what you end up using. Where you go from there really is up to you.
Ultimately, unless you've radically altered the car, you don't need a standalone. But you do need to be able to compensate for the shortcomings of the components your dealing with when you pass performance points.
Originally Posted by Eric Lyublinsky
How is the fuel map laid out on the utec?
It has load sites from 0-100% in 10% increments, and I think its 250rpm increments through 9000rpm..
you would then add or remove a set percentage -1 -2, +2 etc..
In closed loop fuel control, you have the same thing, and for simplicities sake, they set up the map entry so you add or remove +1 +2 etc.. similar to any other piggyback, but there's a "background fuel map" that it uses to base its settings on (which actually works well) It then controls the fuel injectors duty cycle directly.
This obviously makes it real easy to tune if your used to most piggybacks since you don't have to figure out injector values or have a base map to even get the car running. (The background map is optimized for their stage-2 UTEC/exhaust stup)
It is also capable of preventing MAF overrun so the ECU will continue to be happy if you find the MAF output exceeds the ECU's max values..
Originally Posted by MalibuJack
In offset tuning (Open loop) it alters the MAF frequency
It has load sites from 0-100% in 10% increments, and I think its 250rpm increments through 9000rpm..
you would then add or remove a set percentage -1 -2, +2 etc..
In closed loop fuel control, you have the same thing, and for simplicities sake, they set up the map entry so you add or remove +1 +2 etc.. similar to any other piggyback, but there's a "background fuel map" that it uses to base its settings on (which actually works well) It then controls the fuel injectors duty cycle directly.
This obviously makes it real easy to tune if your used to most piggybacks since you don't have to figure out injector values or have a base map to even get the car running. (The background map is optimized for their stage-2 UTEC/exhaust stup)
It is also capable of preventing MAF overrun so the ECU will continue to be happy if you find the MAF output exceeds the ECU's max values..
It has load sites from 0-100% in 10% increments, and I think its 250rpm increments through 9000rpm..
you would then add or remove a set percentage -1 -2, +2 etc..
In closed loop fuel control, you have the same thing, and for simplicities sake, they set up the map entry so you add or remove +1 +2 etc.. similar to any other piggyback, but there's a "background fuel map" that it uses to base its settings on (which actually works well) It then controls the fuel injectors duty cycle directly.
This obviously makes it real easy to tune if your used to most piggybacks since you don't have to figure out injector values or have a base map to even get the car running. (The background map is optimized for their stage-2 UTEC/exhaust stup)
It is also capable of preventing MAF overrun so the ECU will continue to be happy if you find the MAF output exceeds the ECU's max values..
ok, make sense. sounds confusing thow
The Xede you can just scale the MAF that takes two secs and your done. Bigger injectors so on.
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