Ecu remap Manchester
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24 April 2012, 09:30 PM
#10
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+1 for andy carr he has been looking after my 05 sti for 2 years with no probs check out http://teamcarr.net/
have a look at his new super rom i am getting it next week
24 April 2012, 09:49 PM
#12
+1 for andy carr he has been looking after my 05 sti for 2 years with no probs check out http://teamcarr.net/
have a look at his new super rom i am getting it next week
24 April 2012, 09:57 PM
#13
Wrc style map with many options and all on the standard ecu on newages only.
My mates got it on his and blymey its awesome, very hard and aggressive through gears, with anti lag, launch, low/high boost settings and many more extras
He mapped my car over 2 years ago now with no problems and i recently got 301hp on td04 on rr
My mates got it on his and blymey its awesome, very hard and aggressive through gears, with anti lag, launch, low/high boost settings and many more extras
He mapped my car over 2 years ago now with no problems and i recently got 301hp on td04 on rr
Last edited by bustaMOVEs; 24 April 2012 at 10:00 PM.
24 April 2012, 09:58 PM
#14
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i am having it done next week along with some other mods including a
MDX321T BILLET see below about super rom copied from link
Aftermarket Functionality on Subaru MY01-05 OEM ECU
teamCarr has taken a lead in offering all the features of a £1000+ aftermarket ECU for the cost of a remap.
This conversion can be applied to any 16bit WRX or STi ECU and starts at only £300. All essential OEM features are retained
Limitations
Whilst this exciting new offering extends the capabilities of the OEM ECU, it cannot overcome certain limitations:
With this many new features and options available it is impossible to quote a single price for all conversions, the following is a selection of the most popular prices and options:
Speed Density Conversion, custom remap £300 SD Conversion, custom remap, 2 maps for high/low boost, single switch £350 SD Conversion, custom remap, 2 maps different fuels, ALS, LC, 2 switches £450 OmniPower Direct replacement 3bara MAP sensor £100 OmniPower Direct replacement 4bara MAP sensor £120 Aftermarket air temp sensor, supply and fit £30 3 Port Boost Solenoid (new), supply and fit £50 Clutch switch, supply and fit £30 Additional feature switch, supply and fit £10
Feature Details
Speed Density Conversion
A speed density ECU uses manifold absolute pressure (MAP), Air Intake Temperature (AIT) and engine speed (RPM) instead of Mass Air Flow (MAF) to determine the correct fuel injector duration and ignition timing for a given engine load. Eliminating the MAF results in a smoother more consistent driving experience, especially on cars fitted with front mount intercoolers and/or larger turbos, where the pipe length from MAF to engine and flow reversion through the MAF can result in unpleasant driving characteristics.
Whilst switching to Speed Density eliminates the need for a MAF sensor, the Subaru MAF sensor also incorporates an air inlet temp sensor which is required for any speed density system to work. So, just as with an aftermarket ECU, a suitable air temp sensor must be fitted if you wish to remove the MAF sensor completely.
The price quoted above for supplying and fitting this item includes drilling and tapping your intercooler or front mount pipework in order to fit the sensor.
2 full maps
Most existing tuning software for the Subaru ECU allows the mapper to setup 2 different boost target and wastegate duty maps, the driver switches between them by pressing the rear demister switch whilst holding full open throttle, no indication is given as to which map is selected.
This new ECU software allows the mapper to setup 2 complete maps, comprising fuelling, ignition timing, boost and AVCS control. Map selection is made via a cabin mounted switch and the driver can switch maps at any time.
Per gear boost control
The ECU can be 'taught' a cars gear ratios and then both boost target and wastegate duty offsets applied for each gear.
Flash CEL on Knock
The CEL can be made to flash when the ECU retards ignition timing beyond a configurable tolerance, 2-3degrees is normal.
Eliminate 1.7bar boost control/fuelcut limit
The standard ECU software cannot be configured to work with manifold pressures above 2.72bara (1.72barg), no matter what MAP sensor is fitted. This new software allows the ECU to work with manifold pressures upto 4bara.
Use any aftermarket MAP sensor
Most of the vehicles covered by this software use MAP sensor p/n 22627AA170, this sensor can only read pressure accurately to 2.5bara, which essentially limits mapping to 1.4bar boost if closed loop boost control and an overboost fuelcut facility are to be retained (essential when using speed density as the MAP sensor limit should NEVER be exceeded). Later cars use MAP sensor p/n 22627AA360 which can read to 3bara and is a direct swap for the earlier sensor, however, it is prohibitively expensive to buy new.
Aftermarket MAP sensors are notoriously difficult to configure with the Subaru OEM ECU, resulting in high idle speeds and unstable boost control, this is due to the limited configuration control offered within the standard ECU software.
This new software allows the use of virtually any 0-5v pressure sensor, including the 'GM' and AEM/Kavlico type external sensors aswell as the Omnipower direct replacement sensors, for which teamCarr is an authorised dealer.
GpN Antilag
Fully functional antilag with ignition retard, fuel cut and ABV control, at the flick of a switch.
For the more competition minded, the ECU is also capable of running a rotational idle strategy and/or a throttle kicker.
Launch Control
If you thought a stationary rev limiter was launch control then wait until you try this out, full on cyclic ignition and fuel cut strategy will see you spitting 3 metre long flames and causing momentary blackout when you step off the clutch!
Full Throttle Gearchange
Holding the throttle wide open during gearchanges greatly reduces turbo lag by keeping gas flowing through the engine and keeping the turbo spinning even though there is no load on the engine. The downside of this is that the engine is bouncing of the revlimiter and the transmission is severely shocked when the clutch is re-engaged. A flat shift system improves this situation by reducing the engine speed during full throttle gear changes.
This particular implementation goes one step further; by using the 'learned' gear ratio information; the ECU takes the current engine speed and calculates the correct RPM to engage the next gear smoothly, setting this as the target engine speed limiter, additionally the ECU only activates the flatshift system above a configurable engine speed and throttle opening angle.
In order for a flatshift system to work correctly it needs to know that the driver is changing gear, the 2 most common methods used to register this are either a clutch mounted switch or a strain gauge built into the gearlever.
Conveniently there is a facility to fit a clutch switch to the 01-05 Impreza, originally intended for use with cruise control only, it became standard fitment on 06-onward cars, this switch can be picked up cheaply from a breaker or supplied new by any Subaru Parts Dept.
MDX321T BILLET see below about super rom copied from link
Aftermarket Functionality on Subaru MY01-05 OEM ECU
teamCarr has taken a lead in offering all the features of a £1000+ aftermarket ECU for the cost of a remap.
This conversion can be applied to any 16bit WRX or STi ECU and starts at only £300. All essential OEM features are retained
- Closed loop knock control with learned ignition table and boost disable
- CEL Fault Code and DTC recording
- Instant starting - hot or cold
- Consistent Idle - even when heatsoaked
- Accurate closed loop fuelling on idle and cruise with learned fuelling correction
- Speed Density conversion
- 2 full maps
- Per gear boost control
- Flash CEL on Knock
- Eliminate 1.7bar boost control/fuelcut limit
- Use any aftermarket MAP sensor
- GpN Antilag
- Launch Control
- Full Throttle Gearchange
Limitations
Whilst this exciting new offering extends the capabilities of the OEM ECU, it cannot overcome certain limitations:
- EDM WRX ECU cannot control AVCS, to use AVCS heads requires swapping to an STi ECU (which can be supplied and fitted at the time of mapping).
- As this system was original intended for STi use only, it cannot control the TGV system found on WRX engines, therefore a 'TGVDelete' must be performed prior to use on these vehicles.
- The use of Launch Control and Antilag Systems is for offroad use only and can be damaging to an engine, turbo, exhaust, etc. I will NOT enable these features on any vehicle with a pre-turbo catalytic converter, O2 or EGT sensor. Whilst a pre-turbo cat and EGT sensor can be removed, I would recommend retaining the front O2 sensor by relocating it, post turbo.
With this many new features and options available it is impossible to quote a single price for all conversions, the following is a selection of the most popular prices and options:
Speed Density Conversion, custom remap £300 SD Conversion, custom remap, 2 maps for high/low boost, single switch £350 SD Conversion, custom remap, 2 maps different fuels, ALS, LC, 2 switches £450 OmniPower Direct replacement 3bara MAP sensor £100 OmniPower Direct replacement 4bara MAP sensor £120 Aftermarket air temp sensor, supply and fit £30 3 Port Boost Solenoid (new), supply and fit £50 Clutch switch, supply and fit £30 Additional feature switch, supply and fit £10
Feature Details
Speed Density Conversion
A speed density ECU uses manifold absolute pressure (MAP), Air Intake Temperature (AIT) and engine speed (RPM) instead of Mass Air Flow (MAF) to determine the correct fuel injector duration and ignition timing for a given engine load. Eliminating the MAF results in a smoother more consistent driving experience, especially on cars fitted with front mount intercoolers and/or larger turbos, where the pipe length from MAF to engine and flow reversion through the MAF can result in unpleasant driving characteristics.
Whilst switching to Speed Density eliminates the need for a MAF sensor, the Subaru MAF sensor also incorporates an air inlet temp sensor which is required for any speed density system to work. So, just as with an aftermarket ECU, a suitable air temp sensor must be fitted if you wish to remove the MAF sensor completely.
The price quoted above for supplying and fitting this item includes drilling and tapping your intercooler or front mount pipework in order to fit the sensor.
2 full maps
Most existing tuning software for the Subaru ECU allows the mapper to setup 2 different boost target and wastegate duty maps, the driver switches between them by pressing the rear demister switch whilst holding full open throttle, no indication is given as to which map is selected.
This new ECU software allows the mapper to setup 2 complete maps, comprising fuelling, ignition timing, boost and AVCS control. Map selection is made via a cabin mounted switch and the driver can switch maps at any time.
Per gear boost control
The ECU can be 'taught' a cars gear ratios and then both boost target and wastegate duty offsets applied for each gear.
Flash CEL on Knock
The CEL can be made to flash when the ECU retards ignition timing beyond a configurable tolerance, 2-3degrees is normal.
Eliminate 1.7bar boost control/fuelcut limit
The standard ECU software cannot be configured to work with manifold pressures above 2.72bara (1.72barg), no matter what MAP sensor is fitted. This new software allows the ECU to work with manifold pressures upto 4bara.
Use any aftermarket MAP sensor
Most of the vehicles covered by this software use MAP sensor p/n 22627AA170, this sensor can only read pressure accurately to 2.5bara, which essentially limits mapping to 1.4bar boost if closed loop boost control and an overboost fuelcut facility are to be retained (essential when using speed density as the MAP sensor limit should NEVER be exceeded). Later cars use MAP sensor p/n 22627AA360 which can read to 3bara and is a direct swap for the earlier sensor, however, it is prohibitively expensive to buy new.
Aftermarket MAP sensors are notoriously difficult to configure with the Subaru OEM ECU, resulting in high idle speeds and unstable boost control, this is due to the limited configuration control offered within the standard ECU software.
This new software allows the use of virtually any 0-5v pressure sensor, including the 'GM' and AEM/Kavlico type external sensors aswell as the Omnipower direct replacement sensors, for which teamCarr is an authorised dealer.
GpN Antilag
Fully functional antilag with ignition retard, fuel cut and ABV control, at the flick of a switch.
For the more competition minded, the ECU is also capable of running a rotational idle strategy and/or a throttle kicker.
Launch Control
If you thought a stationary rev limiter was launch control then wait until you try this out, full on cyclic ignition and fuel cut strategy will see you spitting 3 metre long flames and causing momentary blackout when you step off the clutch!
Full Throttle Gearchange
Holding the throttle wide open during gearchanges greatly reduces turbo lag by keeping gas flowing through the engine and keeping the turbo spinning even though there is no load on the engine. The downside of this is that the engine is bouncing of the revlimiter and the transmission is severely shocked when the clutch is re-engaged. A flat shift system improves this situation by reducing the engine speed during full throttle gear changes.
This particular implementation goes one step further; by using the 'learned' gear ratio information; the ECU takes the current engine speed and calculates the correct RPM to engage the next gear smoothly, setting this as the target engine speed limiter, additionally the ECU only activates the flatshift system above a configurable engine speed and throttle opening angle.
In order for a flatshift system to work correctly it needs to know that the driver is changing gear, the 2 most common methods used to register this are either a clutch mounted switch or a strain gauge built into the gearlever.
Conveniently there is a facility to fit a clutch switch to the 01-05 Impreza, originally intended for use with cruise control only, it became standard fitment on 06-onward cars, this switch can be picked up cheaply from a breaker or supplied new by any Subaru Parts Dept.
good luck
24 April 2012, 10:16 PM
#22
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i am at 359 bhp and 350 torque
with 3inch decat and headers
but will be mid 400's with new bits he is fitting for me
brand new mdx321t billet ceramic coated
aps cold air intake
rcm oil catch with return to sump
fuelab mini pressure reg
new uprated fuel pump better than my walbro from ppp
all on standard sti topmount for now will see how it goes
with 3inch decat and headers
but will be mid 400's with new bits he is fitting for me
brand new mdx321t billet ceramic coated
aps cold air intake
rcm oil catch with return to sump
fuelab mini pressure reg
new uprated fuel pump better than my walbro from ppp
all on standard sti topmount for now will see how it goes
24 April 2012, 10:24 PM
#26
i am at 359 bhp and 350 torque
with 3inch decat and headers
but will be mid 400's with new bits he is fitting for me
brand new mdx321t billet ceramic coated
aps cold air intake
rcm oil catch with return to sump
fuelab mini pressure reg
new uprated fuel pump better than my walbro from ppp
all on standard sti topmount for now will see how it goes
with 3inch decat and headers
but will be mid 400's with new bits he is fitting for me
brand new mdx321t billet ceramic coated
aps cold air intake
rcm oil catch with return to sump
fuelab mini pressure reg
new uprated fuel pump better than my walbro from ppp
all on standard sti topmount for now will see how it goes