ECUtune Stage 1v5

longassname · #1 01-07-2007, 03:26 PM

Ok, Stage 1v5 is officially done. Dyno plots will have to wait until after I put the new race built transmission in but I can tell you now it's fast. I'm going to make some initial revisions to the website today so those who are waiting for it can order it and I'll make the more extensive revisions in a couple weeks when we have the dyno plots and I'm adding some of the other new products to the website.

For those checking into this thread who haven't been following along in the developments thread, Stage 1v5 is the first part of the new software line up I am working on to be released. I've taken all that we've learned in the development of the prior verssion of stage 2 and stage 3 software and moved it down to the stage 1 software. The stage 1 software is a performance upgrade which does not require the use of any other hardware modifications.

The ECUtune memory adaptor holds two sets of software on it which can be switched between on the fly. The stage 1v 5 software has performance fuel maps which let us run ignition timing maps which greatly improve peformance. The first set of software on the memory adaptor is tuned to get every last drop of performance out of premium unleaded. It runs significanly more ignition advance than the factory software under all acceleration conditions with no correction from the knock sensors being necessary either up or down. The second version of software on the memory adaptor has an ignition timing table tuned to run regular unleaded or nitrous oxide with premium unleaded. Performance with regular unleaded is smooth and quite good but not comparable to the performance with premium unleaded and the stage 1v5 software. The performance of the stage 1v5 software is vastly superior to both the factory software and the prior versions of stage 1 software.

The stage 1v5 software has the rev limiter raised to 7400 rpms and lower rpm tuning to greatly improve performance for cars which have been converted to manual transmissions. With the ECU wired to indicate the transmission is alwasy in the N position there should not be any problems with stalling when the clutch pedal is pressed or when the car is taken out of gear and the pedal is released.

NeedForSpeed · #2 01-07-2007, 04:36 PM

I'll be the first to say here,
'Outstanding'!

shotgunslade · #3 01-07-2007, 05:18 PM

So, how does the performance of the Stage 1v5 compare with that of Stage 2v5?

longassname · #4 01-07-2007, 05:28 PM

2v6 was the version where we made the jump into the better primary timing map. Performance of 1v5 and 2v6 are comparable--1v5 actually being better at low rpms with a manual transmission. Both would be much faster than 2v5.

Quote:

Originally Posted by shotgunslade

So, how does the performance of the Stage 1v5 compare with that of Stage 2v5?

NeedForSpeed · #5 01-07-2007, 05:39 PM

Michael,

I think I missed it somewhere? Why was 7400 selected as the fuel cut-off point, and say, not rounded to 7500 rpm? What determined 7400?

longassname · #6 01-07-2007, 05:42 PM

Way back in the day I asked everyone what rpm they wanted for the rev limiter and the consensus came back 7400; it's been 7400 ever since.

Quote:

Originally Posted by NeedForSpeed

Michael,

I think I missed it somewhere? Why was 7400 selected as the fuel cut-off point, and say, not rounded to 7500 rpm? What determined 7400?

shotgunslade · #7 01-07-2007, 05:39 PM

Stage 2V6 requires replacement of the injectors, correct?

longassname · #8 01-07-2007, 05:43 PM

No 2v6 does not require replacement of the injectors. That's the soon to come 2v7 software.

Quote:

Originally Posted by shotgunslade

Stage 2V6 requires replacement of the injectors, correct?

NeedForSpeed · #9 01-08-2007, 10:23 AM

Just to be clear, as you have mentioned a couple solutions for the stalling with factory programming in MT converted cars, will the new software still drop fuel and timing to zero when decelerating with the auto, just as stock programming does? Does this programming benefit fuel economy?

Then, the MT guys will wire the ECU to N, to be covered in another thread? If the MT guys can get around this, and the autobox guys can get all the economy available off throttle, that's perfect.

Quote:

Originally Posted by longassname

The stage 1v5 software has the rev limiter raised to 7400 rpms and lower rpm tuning to greatly improve performance for cars which have been converted to manual transmissions. With the ECU wired to indicate the transmission is alwasy in the N position there should not be any problems with stalling when the clutch pedal is pressed or when the car is taken out of gear and the pedal is released.

longassname · #10 01-08-2007, 10:29 AM

That is correct. The stage 1 software still has the fuel cut on decell just like factory.

Then the mt guys will wire the ECU to N to deactivate the fuel cut on their cars. If that doesn't work I will make them a 2nd version specifically for manual transmissions. I am not removing the fuel cut from the standard software for automatic SVXii.

Quote:

Originally Posted by NeedForSpeed

Just to be clear, as you have mentioned a couple solutions for the stalling with factory programming in MT converted cars, will the new software still drop fuel and timing to zero when decelerating with the auto, just as stock programming does? Does this programming benefit fuel economy?

Then, the MT guys will wire the ECU to N, to be covered in another thread? If the MT guys can get around this, and the autobox guys can get all the economy available off throttle, that's perfect.

mikecg · #11 01-08-2007, 12:36 PM

Quote:

Originally Posted by longassname

That is correct. The stage 1 software still has the fuel cut on decell just like factory.

Then the mt guys will wire the ECU to N to deactivate the fuel cut on their cars. If that doesn't work I will make them a 2nd version specifically for manual transmissions. I am not removing the fuel cut from the standard software for automatic SVXii.

Quick question, wont wiring the ECU to see nutral all the time disable the cruise control? I thought that was why we set the car up to see nutral when the clutch was pushed in. That way the cruise control could be used and it would shut off if you pressed the clutch in. I've also learned to not push the cltch in until the engine is below 2000rpms when stopping. That seems to prevent the stall, because the engine is under load still while stopping.

longassname · #12 01-08-2007, 12:44 PM

I'm not sure but you may well be right. I wasn't thinking of that. I'll have the test bunny pay attention to that too. If that is the case then I will make a seperate version for cars with manual transmissions. When I am in front of the factory service manual I will pay attention to if the signal to the cruise control computer is actually coming from the ecu or if it was originally just on the same circuit. If they are just on the same circuit we can wire them seperately so that the ecu always thinks it's in N but the cruise control only thinks it's in N when the clutch is pushed in. Even if the cruise control computer is getting its signal from the ecu if its just a high/low switch we can wire it seperately.

Quote:

Originally Posted by mikecg

Quick question, wont wiring the ECU to see nutral all the time disable the cruise control? I thought that was why we set the car up to see nutral when the clutch was pushed in. That way the cruise control could be used and it would shut off if you pressed the clutch in. I've also learned to not push the cltch in until the engine is below 2000rpms when stopping. That seems to prevent the stall, because the engine is under load still while stopping.

huck369 · #13 01-08-2007, 12:55 PM

Quote:

Originally Posted by longassname

I'm not sure but you may well be right. I wasn't thinking of that. I'll have the test bunny pay attention to that too. If that is the case then I will make a seperate version for cars with manual transmissions. When I am in front of the factory service manual I will pay attention to if the signal to the cruise control computer is actually coming from the ecu or if it was originally just on the same circuit. If they are just on the same circuit we can wire them seperately so that the ecu always thinks it's in N but the cruise control only thinks it's in N when the clutch is pushed in.

Well...wouldn't wiring the clutch peddle up to show neutral when you press in the clutch peddle FIX the stall problem?
As the ECU would see it as being in neutral (when coasting with the clutch de-pressed) so it wouldn't cut the fuel?

That is how I wired mine, and I never had a stall problem...so maybe that's why....I only wired it that way to make the cruise control work....

Just some thoughts...