So now that we can rev the EVO to the 9k, how high are you guys prepared to go?

-Nathan
www.turboxs.com

 

Nathan what is TXS opinion on spinning the stock rotating assembly to 9K?? what do you think is necessary to do to reliably run that day in and day out?by what intercept means are you using to induce the stock ecu into allowing increased rev limit and boost cut?

 

I have a question, doesn't this cause safety concerns? Or failing that, does this shorten the lifespan of the engine? What are the HP/torque curve like past 7k?

 

The UTEC is not intercepting anything once under load in the version of software we are running. Look at our version 4.2 WRX software manual and the notes on UTEC open loop fuelling for more information.

The increase rev-limit and fuel cut come from the fact that we control the injectors and ignition system so we can simply map the fuel up there.

TXS is of the opinion that the stock rev-limit or lower is the only safe limit.

I've seen a post by Buschur about the stock spring tension, but I also know that there is are a lot of 1G and 2G DSM owners who set their rev-limits to 8-8500 with stock heads when they put in big cams. I am in a "wait and see" mode on what sort of RPM the EVO can take.

We’ve been playing around with the new software and the car sounds better at 8300rpms then a 2002 WRX at 7300rpm.

 

So the ECU it firing a cut signal into a placebo resistor/load in the UTEC and the urec is acually controlling the injectors full time? same with the boost cut too

 

Close.

We control the injectors full time, so we can pretty much do what we want to do with them. Thus when the stock ECU would cut the injectors the UTEC would keep firing because it is operating on its own fuel map.

There is one addition though, because we actually control the MAF frequency output to the stock ECU we can also setup a clamp table in the background that assures the stock ECU will never throw a fuel cut code.

-Nathan

 

Nifty Nathan- nifty! So when the UTEC switches over to CL(or the programed change) Timing is static/MAF is clamped (Fuel is independantly UTEC mapped) and OL boost control is used? Provisions for a feedback boost control sometime? So really the only sticking point is TXS or user to accurately and religiously set the knock threshold for each load zone?

 

I'm running 8,000RPM's on a stock engine... other tuners have tested it safe. 9,000RPM's you will have to upgrade some stuff in the engine to handle everything.

I'm leaning more and more toward UTECH, as I see the numbers come back. I'm sure with a little more expierence your system will be awesome. I like the 2nd time free tune you offer, the only thing i dont like is yeah you give the free software upgrades but, will you tune them for free too?

Keep it up Nathan

 

The UTEC would switch to "open loop" fuelling since there is no feedback system. Closed loop refers to using a feedback system (o2 sensor) to help control the AFR.

Timing is not "static" it's just does not have adaptive learning (yet). It runs exactly the timing level you ask the UTEC to run. This requires you to take care in the programming of your personal car. If you or anyone else is uncomfortable with tuning, they should pay someone to do it for them, or purchase something that is not "user-tunable."

The UTEC already has a closed loop boost control system built into it that uses an external MAP sensor to help maintain accurate boost control.

The "sticking point" is the same as it is with the AEM, the PowerFC, Xced and any other EMS on the market. If you are most comfortable letting the Mitsubishi engineers make the decisions on your knock correction system, you should avoid any engine management that either intercepts the stock ECU’s load reference, attenuates the knock sensor signal, or takes control out of the stock ECU’s hands.

 

do you program all 5 programs ?

 

At this point we only offer the single base-map. We will expand this soon. The other 4 map slots are left for you to program. The UTEC also has a built in stock mode, security mode, and valet mode so in essence it has 3 maps and a stock mode in it when you order it from us. You'll have 4 more maps that are user-definable for a total of 8 different maps.

-Nathan
www.turboxs.com

 

 

I just noticed this and it drew an interest to the UTEC system. What exactly are set in the Valet, and Security mode? Also, will there be a 87 octane "Economy" map available for those long drives to work and increasing gas prices?

 

By attenuating the knock sensor signal you are taking control away from the Mitsubishi engineers and the stock ECU. If your argument is that you should leave your factory ECU in control of knock settings, then you should not monkey with the main signal that it references for knock activity. Further any ECU that intercepts the MAF sensor frequency skews the factory ECU's load calculation and thus puts the stock ECU off balance in dealing with knock activity.

By the way, static to me implies that the timing is set and will only run the value typed in the map. This is not the case with the UTEC. The timing is set but there are up to 8 degrees (user definable, but 8 seems to be enough) of knock correction that can be applied to that base. I suppose with software changes we could give the UTEC the ability to remember a knock in a given RPM/load range if we wanted, but at this point that feature is not there.

If the argument is that the stock ECU will eventually find the right timing to run then what is the purpose of a intercept device on the crankshaft position sensor? Assuming that’s the argument, then if the stock ECU can get away with another degree, it will add it. Why try to force it though this learning process by lying to it about the true position of the crankshaft?

In theory you could run ECU timing with the UTEC and enjoy all the other features while marinating stock ECU timing and knock control (short of the skewing the load reference). If this is your comfort level then by all means run the UTEC this way.