By "hi-jack setup", are you referring to the PROcede? If so, I'd encourage you to drive a PROcede equipped BMW 335i. Its ECU is infinitely more sophisticated and self-diagnostic than the Evo X ECU. We have the same system, with some basic firmware changes, running on the Evo and the results are, as expected, flawless. And we only have 2 weeks of actual on-car development time. Compared to a reflash option (which we expect to have soon as well), the PROcede will offer greater flexibility as well as user-adjustability and datalogging. It is also reversible and will leave no signs of ever being installed. It is also transferable to other cars that we have/will develop applications for (Porsche 911tt, Gallardo, BMW 335/535/135/X6, Mazdaspeed 3/6 and Nissan GTR).

shiv

 

We plan to test an intercooler pipe upgrade, maybe an upgraded intake and race gas of course

Shiv

 

I understand what you are using Shiv, Im just not a fan of the signal modification systems. I understand the complexities of the ECU's as well. I write this type of micro-code for a living. Im not being aggressive against the Proceed, I understand well what it does, but I am certain you can agree that the best ECU for a car is the stock ECU, unmodified. I am sure you, as I, have seen many times when these devices have inadvertently failed for some reason and caused a seriously undesirable side effect. Unfortunately I have seen these devices set a car on fire and blow the motor. Hence my hesitation to ever want to use one again. Im not willing to take the risk.

This is why I am more interested in the ECU tuning. I would like to have direct control over my ECU and manage my own tunes so that I know I am not getting screwed by some has been hack that thinks he knows how to tune cars. Believe me when I say I am not referring to you when I say this. I have always respected your talents, and I have always considered you to be one of the best car engineers out there.

So tell me, will you be offering such a device?

 

hmmm.

 

No i have not seen these devices fail or cause hardware-induced engine failure or electrical fires. And with over 1000 PROcedes on the road right now, with just about all of them controlling high-output engines that cost between $15k and 30k to replace (BMW N54 and Porsche 3.6tt), I certainly have reason to be optimistic with regards to their long term viability in 4B application. Most of my BMW and Porsche customers purchase the PROcede (over reflashing options) because the stock ECU stays unmolested. Of course, those markets haven't seen any open source $90 flashing option. Most customers I've talked to just want something that plugs in/plugs out and doesn't leave traces of tampering/reflashing behind due to warranty concerns. Not to mention something that is constantly upgraded with new features and application potential.

Shiv

PS. The first post has been udpated with a dyno graph

 

So the man just squeezed out 85 whp and 75 wtq with an exhaust and high flow cat but people are arguing about the downsides of highjacking ecu signals and what not????? Why dont all you guys go start your own thread and try not to clutter Shiv's thread. I want to see how much power he can squeeze out of this car without sifting through all of the foolishness.

Shiv, any possibility that you could overlay dyno runs with the mustang dyno the same way you do with the dynojet and Dyno Dynamics?

 

Agreed! Let Shiv post his results please....I can give a **** if it's a mouse on a wheel attached to the ECU if it obtains an additional 80whp I am down

 

Forgot to mention piggy back tune above. People are failing to realize that this is the first tuned Evo X in North America. And he only had the car for 2 weeks. WTF is the problem??? I cant understand trolls and their inability to let the past be the past. The Evo 1-9 is the past. Let this thread be about the current achievements for the current platform and future goals.

 

Just to give my input on this issue, since I have real experience with a piggyback. I been running the Xede for 3 years now straight and I never had any problems with it. It never went to any limp mode or anything. Oh and the fire thing definately never happened.

 

Seriously, this is about the X, not tuning issues with the 8 or 9. Start a thread somewhere else if you want to talk about that.

 

Just as a counterpoint, I wish I could say the same ...

On a separate note ... how customizable will the Evo X PROcede be for the end user? Towards the end the XEDE was fairly programmable, which was nice, how are you guys as far as releasing that kind of info for the PROcede?

l8r)

 

Being on-topic and looking at the dyno graphs, the car seems like it has difficulty making power above 6500rpms. Both tunes show a pretty steady decline @6500rpms till he let off. Could this be the turbo?

Also, basically a 13whp increase over base tune (w/ stock exhaust) with the cat-back and hi-flo cat. I expected more actually.

 

It could be many things.

According to Shiv the car has a very good downpipe and it seems that the stock exhaust is not half bad, at least judging by the gains.

 

The power gain is pretty good considering the size of the turbo. Also, there are no big angle bends in the stock exhaust due to the location of the turbo being on the backside of the motor. No more 90 degree bend to go under the motor; it's almost a straight shot from the exhaust elbow to the rear of the car.

Since the torque drops off @6500 in both dyno's, I'd inclined to think thats due to cam profiles. The stock turbo might be running a bit out of breath too. But just switching to 93 octane will probably add ~20whp without the turbo doing any more work.

 

That is a similar, if not slightly better, gain than what we see with Evo IX with just a catback and 3in cat. The IX does really make big gains until you go catless. I have no reason to believe that the X is any different.

Shiv