openecu.org

Thought I would share this for those interested.

Readme:
http://freon.shackspace.com/car/ecu%20a ... README.txt

Actual image:
http://freon.shackspace.com/car/ecu%20a ... j241_2.hex

Stock image for comparison:
http://freon.shackspace.com/car/ecu%20a ... dm_sti.bin

First log file of it running (you can see KC slowly build)
just a quick run around the block:
http://freon.shackspace.com/car/ecu%20a ... sion_2.csv

XML for Ecuedit:
http://freon.shackspace.com/car/ecu%20a ... J(xmlwrite).XML

Ecuedit 1.2.70b (may be old, but what I am still using for now):
http://freon.shackspace.com/car/ecu%20a ... _0_70b.zip

Another log from drive home today:

http://freon.shackspace.com/car/ecu%20a ... ssion2.xls

Be warned I'm not sure boost pressure is logging correctly. I see up to +16-17psiG on my gauge but the logs only show up to about 26 psiA (~12psiG). Unsure why, my UTEC FCD is turned off, and the car seems to control boost pressure just fine to what I have set. I will probably completely disconnect the UTEC soon. It's just a paperweight in my car for now.

Freon wrote:Unsure why, my UTEC FCD is turned off

You can't turn off the UTEC's FCD.

It has two modes:
"Enabled" = move factory fuel cut to ~20psi (clamp the MAP signal to the ECU, unless you hit >20psi)
"Disabled" = eliminate factory fuel cut (always clamp the MAP signal to the ECU)

...either way, the UTEC limits the MAP pressure that the ECU sees to ~12psi, unless you hit >20psi with the FCD "enabled".

More info: http://forums.nasioc.com/forums/showthread.php?t=683243

Be sure to read the bottom of my last post in that thread.

Ahhh.. Well that certainly makes sense for what I am seeing.

Any reason you are running such low boost? ~16.5psi midrange and ~14.5psi at 7000rpm is even lower than a Cobb Stage 2. Custom tunes usually put it at 18-20psi tapering to 15+ psi at redline.

You said that you get about 250-260 grams/sec. I pull close to 300g/s using higher boost ... stock VF39, stock TMIC.

A LOT of work can be done on the timing tables too. All my DA maps are quite different than stock. Everything is rescaled. DA and DA B are set the same. DA C smoothed out.

I have a VF39 on a 2.0L and I'm seeing ~250g/sec peak. I find it difficult to believe that the VF39 is capable of pushing 300g/sec of air here at sea level.

Maybe if I were to go exactly 88mph and travel back to the ice age and go to a deep underground cave, it could push 300g/sec. Sorry, bad joke.

Anyway, can we see a WOT log from the two of you?

My peak is around 260-265g/s, which is like 36lbs/min, which should be just off the chart for a VF39. From what I understand it is considered a 35 or 36lbs/min turbo. For comparison, some of the locals with custom tuned 2.0L TD04-13T WRXs hit about 200g/s. I think an extra 50-60g/s is all the bigger the VF39 is.

I don't think you should be able to hit 300g/s on a VF39. Your intake could be throwing your MAF signal.

I believe my MAF scaling in that load range because my AFR target tables match with my actual AFR pretty accurately. That's a good way to tell, since at those load ranges it is highly unlikely you are in closed loop.

UpPweez, read the few posts right above yours. It's my UTEC interfering with the MAP signal. I am disconnecting my UTEC today completely and will make some more logging runs this weekend.

Car is running pretty good. I'm very happy with the WGDC initial and max tables. The car responds very smoothly and predictably to throttle input.

Hey Freon,

Thanks for posting this. Would you happen to have some maps I can use for reference for the following mods:



Helix Catted DownPipe
MagnaFlow Ti Exhaust



Could you also give some tips on where to start modifying a stock ecu to the different stages?

Thanks again!

-tv

Also keep in mind with a front mount I'm pushing the limits of the VF39 at a much lower boost than a top mount. I get the same mass air flow at about 2 psi less with the front mount intercooler.