ok guys i'm looking to find out what ecu would be best for my 96 wrx.

what makes are availible out there??

have read about ecu's that run anti lag, launch control and 2 boost settings. is that a simtek ecu? if it is, is there different kinds of simtek?

reason i ask is i have just found a simtek piggy back ecu in a car i'm breaking, there is 2 small box's with a vacum pipe to one of them?

is this what i would need or do simtek do a complete ecu that replaces the old ecu??

any help plz guys

 

Depends on your budget really, Simtek is a good way to go, Motec/ Autronic Power FC etc

Simtek will run allow you to run Anti-lag etc yes, i think it,s about £1500, don,t quote me on that though..

 

Here you go, have a read of this....


https://www.scoobynet.com/general-te...light=power+fc

 

do simtek do complete replacement ecu's for the standard ones? as the one i have is only a piggy back thing hardwired into the cars loom??

i guess this is not the full on simtek package i'm looking for???

 

All available aftermarket remappable ECUs will control any bhp level (within reason). The amount of potential bhp depends on the engine hardware and all supporting mods... then ultimately the skills of the mapper to bring it all together. It's a bit like cooking a meal - you can have all the best available ingredients [engine and mods]; but unless they're prepared and cooked to perfection [mapping the ECU], you won't realise the perfect dish [optimum power/torque/drivability/safety].

Sorry, went off on one, there .

If you wanna keep costs to a minimum, then get the ESL daughterboard for £525 + VAT. If you want the best features/capability per £ then, as Pete said, the Simtek would be the ECU of choice - £895 + VAT.

Those prices are from JGM's website and he can supply, fit and map them for that price all in. He can travel to you to do so (you pay for his fuel on top).

 

Yes! - see previous post.

 

Solaris

 

i just had a look at whats fitted to the car i'm breaking and its not a simtek but in fact a dastek piggy back......

are these any good? what they worth as i'll just be selling it

 

for what reasons? have you run this ecu? have you run motec or simtec? again im just curious

 

I agree with Dynamix - I have Solaris in mine and could not be happier.

If you do go for this then Pat Herborne would be my choice as a mapper. Apart from the anti lag and launch control and other bits, it will give you more than 2 boost settings mode switch. I believe tuners are now beginning to look at Solaris as a potential rival to Motec.

 

with knock control too i think it is excellent (have yet to try it myself though)

 

1200 not 1500

 

jp hows it going,

i know you love that solaris and a few members are talking about it. why should i buy solaris over simtek sell it to me.lol

 

Hey m8 I'm fine. How things at your end?

Re Solaris.....as described by one tuner....."Solaris is the most capable ECU currently available for less than £2000. Boasting features ordinarily only available on high end, high cost motorsport ECUs, the Solaris ECS brings powerful engine control to fast road and entry level motorsport enthusiasts."

Another quote..... "Torque Developments International adopt the Solaris ECU as an engine control solution for applications that require an exceptional level of feature rich and high resolution control fidelity".

Features include:
Boost control
Closed loop fuelling and knock control
Anti lag
Traction control
Launch control
CAN bus or RS232 comms for digital dash boards
Data logging


A full list of features can be found here:

Solaris S- ECU Range Features In Detail

Fuelling Control
4 base Injection time maps
Secondary Base Injection time map
Secondary Base Injection time blend
Injection End angle
Injection end angle change rate limit
2 injector Split maps
Primary injection End angle Retard
Secondary Injection End angle retard
4 Wideband lambda closed loop maps
Narrow band closed loop control
Overrun Fuel cut-off
Fuelling Corrections:
Global Multiplier
360 Sync Multiplier
Secondary multiplier
Barometric Pressure Multiplier
Air Charge Temperature multiplier
Engine coolant multiplier
Load Multiplier
Cylinder trim Multiplier
Primary and Secondary Battery Adders
Transient Fuelling Correction
Ignition Control
4 Base Ignition maps
Coil charge time
Coil charge limiting
Ignition Safety Exclusion zone
Corrections:
Global Adder
Engine Oil Temperature Adder
Barometric Pressure Adder
Engine Coolant Temperature adder
Engine coolant Temperature Adder
Relative fuel pressure adder
Load adder
Cylinder Trim adder
Late ignition Coil charge adder
Boost Control
Rpm/TPS based overall enable control
Boost Target map
Wastegate duty map (2 waste gates)
Closed loop Boost control
Closed loop Post restrictor control
Closed loop turbo speed control
Adjustable PWM frequency for Boost control Solenoid
Gear Shift Set-up
Gear shift mode (switch/Auto/Manual/none)
Manual Gear Box Cut Setup:
Polarity and Input pull-up Adjustment
High voltage threshold
Low voltage threshold
Voltage Hysteresis
Debounce Time
Gear Cut
Open and Closed loop Gear cut
Cut mask time
Cut enable based on gear or min rpm
Override Ignition Exclusion zone during gear cut
Low load fuel cut based on TPS or Rpm
Ramp out cut :
Cut time based on gear
Fuel cut severity based on gear
Ignition cut Severity based on gear
Fuel multiplier based on gear
Ignition retard based on gear
Drive by wire target multiplier based on gear
Open Loop main cut:
Cut time based on gear
Fuel cut severity based on gear
Ignition cut Severity based on gear
Fuel multiplier based on gear
Ignition retard based on gear
Drive by wire target multiplier based on gear
Open Loop main cut:
Cut time based on gear
Fuel cut severity based on gear
Ignition cut Severity based on gear
Fuel multiplier based on gear
Ignition retard based on gear
Drive by wire target multiplier based on gear
Delta Proportion for shift complete based on gear
Dog to Dog kick time
Retry Cut time based on gear
Retry Fuel cut severity based on gear
Retry Ignition cut Severity based on gear
Retry Fuel multiplier based on gear
Retry Ignition retard based on gear
Failure Count TPS threshold
Failure Count to disable closed loop gear cut
Gear Blip
Blip Mask time
Blip time based on gear
Blip target based on gear
Blip roll on rate based on gear
Blip duty effect
Throttle Jacker Control
TJC PWM frequency and Polarity adjustment
TJC Direction polarity
TJC enable/disable when engine stopped
TJC Drive enable target threshold
TJC Drive enable error threshold
Minimum Final control duty
Maximum final control duty
TJC Duty Bias
TJC Proportional gain based on gear
TJC Control Derivative Gain based on gear
TJC Derivative active error zone
TJC Target in crank mode
TJC Target in run mode
Positioning failure error threshold
Positioning failure duration threshold
Throttle Bypass Value control
TPV PWM frequency and Polarity adjustment
TPV enable/disable when engine stopped
Minimum Bypass duty
Maximum bypass duty
Bypass duty in crank mode
Bypass duty in run mode
Limp Switch Setup
Limp Switch Polarity
TBV Duty
TJV Target
Drive by wire target
Anti Lag System
Overall Enable
Bypass Duty Effect
High Throttle Bypass Disable Threshold
EGT Control
Adjustable Breakpoints for ALS calibrations
Off Calibration Fuel cut and shutdown delay
Startline Calibration
Bypass Vehicle Speed
Exit throttle angle
Fuel Cut %
Ignition retard %
Fuel Multiplier
Bypass Duty
Recover Fuel cut
4 Main ALS Calibrations
Fuel Duty %
Ignition Retard %
Fuel Multiplier
Bypass Duty
Recover Fuel cut
Throttle Timeout
High Temperature recovery
Entry Air Charge Temperature
Entry Air Charge Temperature Guard time
Exit Air charge Temperature
Air Charge Temperature Override ride on Starting
Entry EGT
Entry EGT Guard time
Exit EGT
Plenum Damping
Entry Throttle Angle
Exit Throttle angle
Rate of Increase clip for Manifold pressure measurement
Fixed Injection end angle
Pit Lane Limit Calibration Selection Override
Disable ALS during Pit Limit
Select ALS calibration 1-4 During Pit Limit
Nitrous Control
Control Valve PWM frequency Adjustment
RPM/TPS/MAP Breakpoint adjustments
4 Base Duty Maps
Maximum Rate of duty increase
PWM battery adder
Base fuel adder
Maximum Base fuel adder decay rate
Fuel adder tuning based on rpm
Fuel adder tuning based on MAP
Ignition adder
Maximum Rate if Ignition adder increase
Traction Control
Minimum Vehicle Speed enable
Disable time after gear cut
Steering angle based Spin targets
Lateral G based spin targets
Spin target tuning
Minimum Spin Target
Base Gain
Torque Reduction Clamp
Fuel cut severity
Ignition Retard
Basic Knock Control
Standard on S6, Not available on S8C or S4C
Full Knock Control
Standard on S8C, Optional on S6, not available on S4C)
Knock control enable on TPS or MAP target
Ignition advance when knock control active
Disable time after gear cut
Reset Ignition retard on gear cut
First event Ignition retard step
Ignition retard Step
Severe event ignition step
Maximum ignition retard
Non-knocking cycles until reinstate step
Ignition reinstate step
Ignition retard threshold for full fuel cut
Ignition retard when knock sensing failed
Starting
Preliminary Fuel injection (2)
Base fuel injection (2)
Fuel multiplier
Ignition angle (2)
Fuel injection end angle
Coil charge multiplier
Valid cam signal revs for 720 sync
Minimum Engine speed for 720 sync
Starting waits for 720 sync
Idle Control
Base Bypass Duty (2)
Air charge temp duty adder
Target engine speed (2)
Closed Loop –
Enable run time
Enable vehicle speed
Enable engine speed error
Enable load select
Enable load
Base Ign adder
Proportional duty adder
Integral Duty enable engine speed error threshold
Integral duty gain
Integral duty minimum
Interval duty maximum
Integral decay
Bypass duty effect
Idle stepper control
PWM frequency
Length of step sequence
Output duty sequence (4)
Step drive time
Power off time
Initialisation direct
Number of steps for initialisation
Number of steps
Minimum target in crank
Minimum target in run
Limiters
Map limit:
Pressure source
Pressure limit base
Fuel cut severity
Pit lane limit:
Maximum enable speed
Timeout
Target vehicle speed
Target engine speed (first gear)
Target engine speed (second gear)
Override ignition exclusion zone during pit lane limit
World series and Le Mans Strategies
Rev cut :
Engine speed measure
Engine speed
Engine speed Hysteresis
Instant fuel cut
Instant ignition cut
Omit ignition cut
Rev limit
Engine speed limit
Engine speed limit in limp mode
Engine speed Hysteresis
Limit type
Severity
High fuel pressure cutout
Launch Control
Maximum Vehicle speed for Activation
Base Engine speed
Fuel cut severity
Ignition retard
Ignition retard Timeout
Ignition retard disable exhaust temp
Exit vehicle speed
Ignition Retard ramp in rate
Drive by wire launch assist:
Cranking throttle position
Rev up Delay
Rev up throttle position
Rev up time
Launch Throttle position
AutoStart:
Auto start enable
Weight off wheels time to arm
Weight on wheels time to trigger
Maximum cranking time
Drive by wire
Position control:
Enabled when engine stopped
PWM Frequency
Base Duty
Proportional / Derivative Gain
Integral Gain
Integral Minimum
Integral Maximum
Final Duty Minimum
Final duty maximum
Acceptable error margin
Maximum duration outside error margin
Minimum target in crank
Maximum target in crank
Minimum target in run
Pedal demand filter constant
Pedal position to throttle position curve
Rescale demand above idle control
After start limit
Limp home mode target
Variable Valve timing
Vvt1 Inlet/exhaust angle latch points
Vvt1 Inlet/exhaust angle latch offsets
Vvt2 Inlet/exhaust angle latch points
Vvt2 Inlet/exhaust angle latch offsets
Engine enable speed
Open loop:
Inlet/exhaust switchover engine speed
Inlet/exhaust duty at low engine speed
Inlet/exhaust duty at high engine speed
Closed loop :
Inlet angle target
Exhaust angle target
Failure error threshold
Failure error time
PWM:
Inlet base duty
Inlet proportional gain
Inlet integral gain
Inlet integral minimum
Inlet integral maximum
Exhaust base duty
Exhaust proportional gain
Exhaust integral gain
Exhaust interval minimum
Exhaust integral maximum
Control valves:
Vvt1 Inlet/exhaust drive direction
Vvt2 Inlet/exhaust drive direction
Datastreams
DataStream select
Custom CAN:
Frame identifier
Frame frequency
Frame content
Fully configurable 8-point external calibration switch for switching combinations of:
(Optional)
Fuel map
Ignition map
Starting Map Select
Base Lambda Target table
Base Lambda Target adder based on TPS
Base Fuel multiplier based on TPS
Base Ignition Multiplier Based on TPS
Rev Limit Reduction
Wastegate control Map Target Adder
Wastegate TPS Progression Multiplier
ALS Calibration Select (If not on separate switch)
Nitrous Calibration Select (If not on separate switch)
Pit Limit (If not on separate switch)
Launch Control (If not on separate switch)
Tyre Type (Wet/Dry)
Drive by wire target
Idle Control Base switch
Fully configurable 8-point external calibration switch for the Traction control.
Sensor Input functions:
(Availability dependent on number of input pins free)
Acceleration sensors (Lateral/Longitudal/Vertical G and Yaw)
Air Charge temp (2)
Air Inlet temp (2)
Ambient Air temp (1)
Barometric Absolute Pressure (1)
Beacon input (for lap timing) (1)
Cam position (5, (vvt:2 inlet, 2 exhaust) phase)
Crankcase Pressure (4)
Crank position (2)
Suspension Damper Position (Sensor per corner) (4)
Engine coolant Pressure (1)
Engine coolant Temp (4)
Engine oil pressure (4)
Engine oil temp (1)
EGT (2, 1 on S6 and S4C)
Fuel pressure (2)
Fuel temp (1)
Gear cut Request
Gear position (1) , Gear position also possible by wheel speed.
Inlet port position (2)
Knock (4, 1 on S6) (Dedicated)
Lambda NTK/LSU (2, 1 on S6 and S4C) (Dedicated)
Load cells (3)
Manifold Absolute Pressure (4)
Pedal Position (2)
Post restrictor pressure (2)
Steering wheel angle (1)
Tacho Input (1)
Throttle Position (4)
Throttle Jacker Position (1)
Turbo Speed (4)
Vehicle Speed (All 4 wheels + radar)
Fuel Consumption Switch (1)
Switch Inputs
(Availability dependent on number of input pins free)
Number of Positions in Brackets.
Anti Lag Switch (2)
Calibration Switch (8)
Clutch Depressed switch (2)
Enable switch (To enable what?)
Limp switch (2)
Nitrous Switch (2)
Pit Lane limit switch (2)
Rain Light switch (2)
Sensor Switch ?????
Traction Control Switch (8)
Weight on wheels switch ???
Output functions
(Availability dependent on number of free output pins (Ancillary + spare injector)
Alternator
Auto Start
Brake by Wire (2)
Change light
Clutch Control
Drive by Wire (2)
Engine Speed Controlled (2)
Exhaust Gas Recirculation
Fan control (3)
Fuel Pump Relay (2)
Gear Shift cut Request
Headlight Control
Heated Screen Control
Idle Speed Control (4)
Lambda heater (2)
Lateral G Negative
Lateral G Positive
Nitrous Control
Rain Light
Tacho
Throttle Bypass Valve
Throttle Jacker Control
Throttle Jacker Direction
VVT (4, 2 inlet, 2 exhaust)
Wastegate Control (2)
Wastegate Antiphase (2)
Water injection



Have I sold it to you??

 

That's just a list of features.

Both ecu's will let the car make power however the main benefits of Solaris over Simtek and the reason that I have chosen to go the Solaris route for my next step are:

- 4 Completely separate maps on Solaris rather than offset maps to allow for 4 different fuel, ignition and boost maps at the flick of a switch

- autolearning to help speed up the mapping process

- good data logging abilities to retrospectively review the performance and amend. Simtek's is limited from what I have heard.

- and most importantly active knock control to protect the engine from det in
the event of a bad batch of fuel, mechanical issues or anything else that would cause det. Simtek will just flash the CEL rather than doing anything about it like the Solaris will.

- flat throttle shifting

 

Alright clever clogs ......the list gives an idea of what feature are available. Solaris is getting more attractive as people find out it's capabilities. The people behind this ECU are geniuses .

Re data logging - was speaking to Pat on this yesterday which will be important for my runs on the drag strip! All I need now is to invest in a laptop!

 

Must say I personally wouldn't chose the Solaris over the SimTek for a road car @ circa 400bhp. Mine runs very well on its SimTek thankyou very much and so do my all of my customer cars.
Should I be building a big budget Track car, with a huge focus on ringing every bit of performance out of it I would firstly talk to Andy @ SimTek, tell him what I want, tell him I am quite happy to pay extra for it, and see what he could come up with.
Nitrous control came about because of this aswell as many other options that now come free, the 2 maps via a switch for instance.

If I had exhausted this option and found he couldn't do something the Solaris could, I would look at it as a viable option to Motec.

 

I know what you are saying Martyn but I have been asking for a DBW for Simtek for the past year and it seems we are no further forward. I appreciate the OP does not have DBW but that is my own situation. I have ignored the fact that Simtek DBW does not exist for the purposes of my own comparison/evaluation.

 

The main problem currently Duncan is getting the proper connectors out of Japan, something Solaris were also struggling with when I spoke to Pat a while back. They may have sorted this since then.
He said at the time that he would mod the loom which is fine, but other than Motec nobody else had an original case option for the early DBW cars.
Gems just skipped right over them and went to the latest cars first.
Andy is trying to develop the SimTek to fit in either car with options in the map for the 2 or 4 cam control options like the Motec.
He is also of course still finishing off the EVO prototype ecu, and we hope to be trying it soon before it goes into production.

 

Is that fitted Si??


I was close anyway....

 

I fully appreciate this Martyn, the lack of 'correct' electrical diags is alarming - even the official subaru electronics diagrams are incorrect and vary by market.

Pat has DBW working on Solaris though

 

Really? So the Simtek is no better than my Apexi PFC in that respect? Worse in fact, as you could EASILY miss a CEL flash in the heat of the moment. With the PFC I routinely check the hand commander 8-channel monitor screen at the end of a journey, to see the max (potential) knock reading. It's an integer scale, 0-80 I think, and VERY consistent - it agrees well with my detalarm and with Zak's detcans. Didn't realise the Simtek had no knock control, Dunc, I'd assumed it must have since it's been flavour of the month for a while now.

What's DBW? Excuse my ignorance.

Got my scoob out of a month's hibernation this weekend, good to be driving it again. Really must hook the laptop up to the permanent Datalogit+Innovate and start learning about this stuff

Andy

 

Drive by Wire - ie electronic throttle control

 

Yes, £1200 supplied, fitted & mapped... Well, £1201.75 to be precise i.e. £895 + £150 (AL & LC) + VAT@15%.

 

Cor, that was quick, you replied whilst I was editing my post

 

Andy, I do the same and totally see your point. So really the main benefits I can see for the Simtec over the PFC are the two separate maps and running MAF-less. But re the latter, the PFC can monitor the MAF's status (amongst other helpful sensors/switches), so acts as a great troubleshooter/potential money-saving diagnostic tool. The Commander/flashing CEL is great... so long you monitor it closely/frequently.

Re the Commander's knock level... In the manual it says that a level of '60' might indicate knock, implying that anything lower should be okay. I had my PFC mapped by JGM on 97 RON - but use V-Power 99. Typically my max knock readings are low- to mid-30's on WOT/high load, which I understand is 'normal' for my 93 WRX. If it were to read, say, anywhere between 40-60 (e.g for stale fuel or 95 RON 'emergency' fills), would it be actually knocking then? Or is that quoted '60' figure just plain pony?

 

yes

 

there are other benefits than mentioned, finer defintion on fuel and ignition tables, als and launch options, two maps, boost control is very good.. boost controller is not essential etc..

the knock reading 60 limit they mention in the apexi manual is a bit pony to use your term.. if you look the manual is probably for a civic or similar..
every engine varies slightly and every type of pfc varies from the others..

Yes the higher numbers on lesser fuel is det.. the higher the number the worse it is.

 

Okay Simon thanks.

Is there a definite max knock 'number' for my car then (93 WRX saloon, mapped for Esso 97, running V-Power 99), before it actually IS detting e.g. 30, 33, 36, or whatever? Or is it only an estimated 'area' e.g. between, say, 30 to 40 (don't know )

P.S. Yeah, you were right - that '60' was from either the English-translated Civic, or Integra, manual... Although it does state the same 60 figure in the Jap-language Impreza one too!

 

I doubt whether there is a definite number, joz.

What are the numbers you see whilst the mapper listens with detcans and pronounces it safe? Take that as your safe number, and look out for any deviation from that.

Mine shows 7-8 routinely, and about 11 under hard use. It's very consistent. Zak described it as 'quiet as a mouse' as he removed his detcans.

Simon - this is the STi6 RA Lim that you mapped when it belonged to Andrew in Caldicote Zak didn't remap it, he just did a quick check after fitting a wideband for me.

Andy