Modifications to EURO WRX MY03 Impreza 2.0 A4TE001G

[crispyduck]

All,

Thought it was about time I created a thread to capture modification history and questions relating to my ECU maps. The following stock ECU image of my EURO WRX MY03 Impreza 2.0 A4TE001G is here along with the latest ECUEdit XML configuration file.

Modification History

The Car: Standard plus gutted (decatted) OEM downpipe and center pipe, plus Dawes MBC.

Goal: To remap car to make best use of decat and raise boost to replace Dawes MBC. Cosmetically the car will look absolutely standard and drive anything but!

The ECU: Started off standard then performed the following:

* Disabled the two CEL codes most commonly raised when performing a decat - P0546 Exhaust Gas Temperature Sensor Circuit Malfunction (High Input) and P0420 Catalyst System Efficiency Below Threshold. See the ’Electronic CEL fix’ procedure described here for more details.

* Merged maps from the 2003 WRX Pro****drive image posted by peewee. Note, I’m currently still validating the changes performed by this ‘merge’ on this post.

Latest modified ECU map attached along with associated WOT 2nd, 3rd, 4th, 5th log from EcuExplorer (on a private test track of course).

[Mo]

Looking good Steve although I'd have a think about your fueling, in an ideal world you'd run your injectors at around 80% leaving plenty of headroom and with yours at 99.5+ you have very little I'd suggest a known reliable fuel pump such as the 255ltr Walbro would be a good place to start or at the very least I'd like to see your fuel pressure logged to confirm whether or not the OEM pump is able to keep up.

Be wary of using the O2 sensor, I think it's limit is 11.25AFR as mine nevers reads richer than this and it's scaling is quite a way off from the LSU4 that I use, Innovates LC-1 would be your cheapest option and I'm sure it's support isn't far off with ecuExplorer.

[crispyduck]

Looking good Steve although I'd have a think about your fueling, in an ideal world you'd run your injectors at around 80% leaving plenty of headroom and with yours at 99.5+ you have very little I'd suggest a known reliable fuel pump such as the 255ltr Walbro would be a good place to start or at the very least I'd like to see your fuel pressure logged to confirm whether or not the OEM pump is able to keep up.

Be wary of using the O2 sensor, I think it's limit is 11.25AFR as mine nevers reads richer than this and it's scaling is quite a way off from the LSU4 that I use, Innovates LC-1 would be your cheapest option and I'm sure it's support isn't far off with ecuExplorer.

Mo, thanks for taking a look. Agreed injectors running too much duty on WOT. Interesting though that this is a standard MY03 WRX with _very_ similar map to PPP plus decat center and downpipe. I wonder how many others actually know how maxed out their injectors are? Thanks to ecuExplorer 'we' all know now

Yep confirmed, my AFR's limit is 11.25 and from what you and others say we should ignore it's reading. In the absence of a decent AFR measurement device can I be confident that things are fine if the following are true ...:

* IAM goes to 16 on it's own (not forcing it there!)
* ignition timing gradually increases as RPM rises on WOT
* knock correction doesn't drop quickly mirrored by a drop in ignition timing
* EGT's are within limits

The only thing is I don't know what EGTs should be. Seems my max at the moment is around 825 degrees C. Any one know what the range should be on my 2.0 litre WRX? Perhaps 825 is max on that reading as well?

Also how do I log fuel pressure? didn't see it in ecuExplorer so I assume one has to do it externally, perhaps something on the fuel rail?

Thanks in advance for your help,
-Steve.
P.S: Googling for suppliers and prices for a LM-1 it seems like they are a little under £300- ouch! might be cheeper to get my local scooby specialist to measure it with me.

[diablerouge]

don't trust the stock egt sensor's readings, the sensors are slow and a lot of people have confirmed them to be inaccurate. a good sensor and gauge is pretty inexpensive and can save you a lot of grief.
also, hasn't the idc reading been stated as scaled 80%=100%? as in, when the log reads 100%, your injectors are actually at ~80%? either way, you're reaching saturation, so larger injectors should be on order.
if you're going to use the lm-1 for tuning more than one car it pays for itself. you could always sell it after you tune your car.

[crispyduck]

... hasn't the idc reading been stated as scaled 80%=100%? as in, when the log reads 100%, your injectors are actually at ~80%?

diablerouge,
Thanks for your response. Really interested to follow up on the above. Do you think I rescaled the Injector Duty Cycle (IDC?) or is the logging software (ecuExplorer) doing it? I'm sure you can tell that I was not aware that my modified map had this rescaled. Please let me know if you think otherwise.
-Steve.

[crispyduck]

In addition to my question regarding checking AFR (3 posts above this) I have two other related ones:

If my injectors are running at max chat can I simply fit an uprate pump as suggested above? I assume my injectors would still run at max chat, now just sending more fuel in.

If it's nessesary to scale back by fuel maps, can anyone give me any pointer on how to do this?

Cheers,
-Steve.

[GTODesign]

If the stock fuel pressure and injectors are maintained, just changing the fuel pump will not add any fuel. You could just up the fuel pressure but really the best way is to change the injectors and re-scale your fuel maps.

What size injectors are you running at the moment?

[Spiider]

Yes, I'd think about upgrading to STi pinks and a Walbro, cheap and easy mod. (Easy after you get the green brackets off anyway.) We can change the injector cc value very easily in the map...

[DannyBoy-Scoobycity]

Just to let you know Chris, I flashed this to mine this morning to check it over with my wideband.

It was only then I realised I couldn't connect my wideband because I don't have have an exhaust as such. Well I have an electronic valve in my downpipe that vents straight to the floor when open and I couldn't easily get to the valve to insert the sensor.

Anyway I decided to run it down my local tuner to get it up on the ramp to install the sensor but the ramp was busy. The rollers however were not

It made a very respectable 270.4bhp and 281.7lbft

He's an EcuTek tuner and very respected in the Subaru community. He couldn't find fault with the map other than the high IDC but obviously we've not looked at the AFR's yet.

There is bad news however.... There are two pages of fault codes showing up as soon as you turn the key to the on position (after reset). Not sure if you're getting the same but there's too many for a genuine error so must be a conflict in there somewhere. One possible cause is that your modified map is 192k and not the 160k of the original map?

[crispyduck]

Dannyboy,

That's great news on our remap. I saw in a previous post that you have the same car as me - 53 plate WRX. What sort of induction and/or exhaust mods have you? I've got a DIY decat of the downpipe and center so this nearly maxing out my injectors. The advice above is getting me to seriously look at upgraded pump and STi injectors.

Been running this map for over a week now and it seems very good. Perhaps we can work together to improve it even more? Interested to learn on what your goals are on this one.

My main aim going down this route was to gain WRX PPP performance and replace my Dawes manual boost controller by getting the stock wastegate controller to manage boost again. Anyway my butt-o-meter (and your post) say we're easily there, and then some.

I have recently been comparing WOT power runs with and without the Dawes and have noticed that the ignition, knock correction and boost graphs seem much smoother WITH the Dawes and less smooth without the Dawes! I can kind of see why this would be the case. I'll post something on here later tonight when I work out how to present it easily.

The main difference I notice is that the Dawes MBC seems to provide much better boost control under WOT conditions rising quickly to a slightly higher preset limit then tailing off much slower than our stock map is programmed to do.

So ... my next goal is see what AFR we are running, perhaps pump and injector upgrade (need to look at cost though) then to attempt to play with the boost maps to see if I can slow down how the boost tails off. Again, later I'll put some PSI figures to all this so it all makes more sense.

Thanks again for posting your results. Interesting to see where this goes...
-Steve.

[crispyduck]

Meant to say. I'll also check my error codes later tonight and report back. More later.
-Steve.

[DannyBoy-Scoobycity]

I only got the car before xmas and most of the mod budget has been spent sorting the hurendous handling out. I did have big plans for the car originally and had a TD05FE (off my classic scoob) ready to stick on along with STI pinks and fuel pump/reg. I've since decided to keep it pretty much standard as I have quite a few track days planned this year so don't want to push things too much.

As it stands the engine is pretty much standard apart from a rather trick exhaust system. It has standard headers and up pipe, standard center and a Firestorm backbox. The downpipe is a full de-cat 3" open neck jobby, into which I welded an 'Y' piece and on the end of that is an electronic valve that is opened and closed inside the car. When opened it vents straight to the floor and is somewhat loud I was getting 243bhp when closed and 263bhp with it open

As for the error codes, its a weird one as they dont show up in ECUexplorer

I flashed it last night using ECUexplorer then took it for a careful drive, came back checked for error codes and all clear. I gave it a bit more teddy on my next run and still no error codes. Didn't bother checking it again until on the rollers where we were using Deltadash and there was a full two pages of them including loads of "preparatoy codes" which neither I nor the tuner had seen before.

I got him to reset the ECU and see how quick they came up afterwards but they all appeared stright after turning the key to on without starting the engine.

When I got home I checked ECUexplorer and still no errors showing in the GUI but when you look at the terminal window (the black screen that runs in the background) there are loads of errors showing.

Can anyone explain these errors?

Anyway, I've attached a scan of the Dyno run I had done today. The dotted line is the standard map with valve open. As you can see its a vast improvement.

[crispyduck]

... There is bad news however.... There are two pages of fault codes showing up as soon as you turn the key to the on position (after reset). Not sure if you're getting the same but there's too many for a genuine error so must be a conflict in there somewhere. One possible cause is that your modified map is 192k and not the 160k of the original map?

Just looked, mine is clear of all faults - none listed. Make sure you upgrade to the latest version of ecuExplorer as there was a bug fix for that a while back.
The image size is a red herring. ECUFlash can deal with either size. Native size (in your ECU) is 192K as it includes the volatile RAM block. 160K is simply with that block removed. It was recommended on here that people exchange and provide ecuEdit XML configuration files using the 'standard' 192K image size. Most tools on here cater for both sizes so it doesn't really matter.
-Steve.

[DannyBoy-Scoobycity]

Did you look at the terminal window as I described? Or do you have Deltadash to check for errors?

For some reason they're not showing up in ECUexplorer and I do have the latest vertion.

[crispyduck]

Did you look at the terminal window as I described? Or do you have Deltadash to check for errors?

For some reason they're not showing up in ECUexplorer and I do have the latest vertion.

I do not have DD. Why when we have ecuExplorer

Just been out again to check with the ecuExplorer debug console turned on. All the 'errors' you see are likely to be ecuExplorer as it starts up and initialises itself - it reads in and registers all the fault codes it will attempt to detect. As soon as click on the 'trouble code reader' in the left-hand side panel the debug console goes crazy as it is continuously communicating with your ECU monitoring for errors. Until that point it has done nothing.

Please find attached a complete debug consle log from my car. Open the file in a text editor and search for 'crispyduck'. Before this point is simply ecuExplorer starting up. After this point is when I clicked on 'trouble code reader'.

In summary, I still do not see any problems, unless you can from these logs. If so, let me know and I'll try to look in to it further.
-Steve.