ECUtune Stage 2v7 & Stage 2v7F

longassname · #1 04-03-2007, 08:12 PM

I'm creating this thread now as Stage 2v7 and Stage 2v7F are ready to be released.

For those interested, the concept of Stage 2v7 and Stage 2v7F was originally brought up by me and refined and aggreed upon by SVX community members in the ECUtune New Developments thread on these forums http://www.subaru-svx.net/forum/showthread.php?t=36339

What is stage 2v7? Stage 2v7 is performance engine management software for a 92-95 SVX and a memory adaptor which is used to install that software into an SVX engine control unit.

What does stage2v7 do? Stage 2v7 provides engine management for up to and maybe a little over 500 horse power.

How does stage 2v7 provide engine management for 500 hp using the stock ecu? In order to manage higher power outputs an engine management system needs to be able to measure more air and inject more fuel. The stage 2v7 software is used with a z32 maf meter to be able to measure more air and with sr20det 370cc fuel injectors to be able to inject more fuel.

Can i use stage 2v7 without the z32 maf meter or without sr20det 370cc fuel injectors? No, the software is precisely calibrated to use that sensor and those fuel injectors.

Will stage 2v7 make my SVX faster even if I don't do any other performance modifications? Yes stage 2v7 is tuned for performance and will make an otherwise stock SVX noticeably faster; however, that performance tuning is also offered in our Stage 1v5 software.

I'm not going to do any other modifications to my car should I get stage2v7 instead of stage 1v5? No, stage 1v5 will offer very similar performance and is cheaper.

When should I get Stage 2v7 instead of stage 1v5?

you want to turbocharge or supercharge
you want to run a dry nitrous oxide system
you will be doing engine modifications like camshafts
you will be running high rpms
you want to run e85 instead of gasoline

I can run E85 instead of gasoline if I have stage 2v7?
There are two versions of stage 2v7, "Stage 2v7" and "Stage 2v7F" The F in stage 2v7F stands for flex fuel. All ECUtune memory adaptors have the ability to house and switch between two sets of software. Stage 2v7F has one set of software for gasoline and one set of software for E85; this means that when you have Stage 2v7F you can fill up with either gasoline or E85 and just flip a switch according to which fuel you are using.

What does the 2nd set of software in the regular Stage 2v7 do? It is tuned for the use nitrous oxide...or if it needs be the use of regular unleaded gasoline instead of premium. To characterize it as simply as possilbe..there is less ignition advance under load.

If I want to turbocharge my car which is better a stand alone engine management system or stage 2v7? Stage 2v7 spanks whatever stand alone you are looking at. The factory engine management system of an SVX is very powerful. It is much more acurate than a stand alone engine management system and is very good at doing what it was designed and programmed to do. Subaru programmed it to use the factory injectors and afm because that's all a stock svx requires. With our programming and the sr20det injectors and z32 afm it is very good at managing 500hp. It's very good at 30 degrees F and it's very good at 100 degrees F, it's very good at sea level and it's very good visiting the Coors brewery, it's very good with the ac turned on and it's very good with the ac turned off, it's very good when the baltery voltage is high and it's very good when the battery voltage is low....in short, it's already programmed to acurately handle every opperating condition you can encounter anywhere. You can install it in an hour and turn the key and have a perfectly running car with more acurate engine management than you would have after a year of custom tuning a stand alone.

Phast SVX · #2 04-03-2007, 08:48 PM

awesome mike, cannot wait to purchase!

NikFu S. · #3 04-03-2007, 09:15 PM

If I wasn't sold before, I certainly am now.

Now to decide, bike, or SVX mods this year...

longassname · #4 04-04-2007, 12:11 AM

I'll get it up on the website today.

svxfiles · #5 04-04-2007, 03:45 AM

Quote:

Originally Posted by NikFu S.

If I wasn't sold before, I certainly am now.

Now to decide, bike, or SVX mods this year...

Dude!
SVX mods!

It snows where you are......

A 45mph wind chill and 10f just sucks!

shotgunslade · #6 04-04-2007, 07:38 AM

Mike:

I have Stage 2 V6 with the original Chike intake cam substitution. I still suffer a little bit from 5MT stall, especially in warm weather (I've narrowed it down to that. Haven't yet tried diddling with my fpr in warm weather to overcome this). I don't really plan additional engine mods, at the current time. Any advantage for me with the Stage 2 v7.

longassname · #7 04-04-2007, 10:05 PM

Your set up is kind of borderline decision wise....
Those cams don't do much but you also have the manual so you can run higher rpms. The timing floor is higher in 2v7 too so that may help with your stall if you wire the ecu to think it is in Neutral all the time.
.........therefore......I don't know........

Quote:

Originally Posted by shotgunslade

Mike:

I have Stage 2 V6 with the original Chike intake cam substitution. I still suffer a little bit from 5MT stall, especially in warm weather (I've narrowed it down to that. Haven't yet tried diddling with my fpr in warm weather to overcome this). I don't really plan additional engine mods, at the current time. Any advantage for me with the Stage 2 v7.

longassname · #8 04-06-2007, 09:09 PM

what you should really do is upgrade to 2v7 and get the ECUtune cam set. not trying to push the cams or anything....just they really are b*d **s!

Quote:

Originally Posted by shotgunslade

Mike:

I have Stage 2 V6 with the original Chike intake cam substitution. I still suffer a little bit from 5MT stall, especially in warm weather (I've narrowed it down to that. Haven't yet tried diddling with my fpr in warm weather to overcome this). I don't really plan additional engine mods, at the current time. Any advantage for me with the Stage 2 v7.

NikFu S. · #9 04-04-2007, 03:42 PM

Quote:

Originally Posted by svxfiles

Dude!
SVX mods!
It snows where you are......

A 45mph wind chill and 10f just sucks!

Considering todays events I just might scrap the bike idea til next year..

I gotta decide soon though. I don't have summer tires yet and the ice is beginning to melt. :/

longassname · #10 04-04-2007, 10:01 PM

It's barely still today but I did manage to get 2v7 on the website today.

Those who have 2v6 and want 2v7 you can for a limited time send me your 2v6 ROMs and when I get them I will send you a paypal invoice for $20 and send you 2v7 ROMs. I understand that this will leave you minus software during the transit time but unfortunately it has been repeatedly proven that if I send something out expecting something back I will not get everything back.

The regular upgrade prices are available through the website. When upgrades are ordered through the website you don't need to send back your old roms. I will simply verify what you have ordered from us in our database to approve the upgrade.

kcpaz · #11 05-07-2007, 07:49 PM

so the 2v7 can automatically adjust for forced induction??? there is no need to adjust the airflow, timing, and fuel maps when going from n/a to turbo? How does this work? I'm new to the SVX scene so pardon my ignorance, but this sounds too good to be true. No need for data-logging and adjusting sliders to eliminate knock? coming from a DSM background, this sounds like a miracle. How does this work?

longassname · #12 05-07-2007, 08:53 PM

Optimum Air to fuel ratio and ignition timing vary according to two things, RPM and Load. Engine load can either be acurately calculated by measuring the amount of air ingested per revolution or estimated from manifold absolute pressure (reading from a MAP sensor). In systems which use a MAP sensor the shape of the table which translates the MAP sensor voltage into a load reading is particular to the mechanics of the engine; if you change cams, or turbos, or anything at all substantial the old translation table becomes inacurate. The SVX engine management system calculates load based on readings from a Mass Air Flow sensor. In Mass air flow systems the translation table which translates the voltage from the mass air flow meter into a load reading is dependent soley on the meter. Changing engine hardware does not make the load readings inaccurate unless you start ingesting more air than the mass air flow meter is able to acurately measure.

The stage 2 software has the translation table and other adjustments which match a z32 mass air flow meter. The z32 mass air flow meter is able to measure 500 hp worth of air so as long as you are making less than 500 hp or at least not a whole lot more the stage 2 engine management system is able to acurately calculate load and then adjust the afr and ignition timing to optimum for that engine load.

In the stage 2 software the tables which specify the target afr and ignition timing for each given combination of rpm and engine load include values for higher than factory load ranges based upon our experience with supercharged SVX's. Again, the optimum afr and ignition timing for any given rpm & load value do not vary according to how you get there. It doesn't matter if you use a turbo, or a supercharger, or whatever--the optimum afr and igntion timing for a given load and rpm is what it is. Different turbos etc don't change what the optimum value is for a cell in a table; they change what cells in the table you tend to operate in.

Given that you have large enough fuel injectors to deliver enough fuel, a mass air flow meter that can measure the air flow, and the correct values specified for afr and ignition timing for the entire load range a mass air flow based engine management system remains acurate and handles engine modifications well. The stage 2v7 system can handle around 500hp.

Quote:

Originally Posted by kcpaz

so the 2v7 can automatically adjust for forced induction??? there is no need to adjust the airflow, timing, and fuel maps when going from n/a to turbo? How does this work? I'm new to the SVX scene so pardon my ignorance, but this sounds too good to be true. No need for data-logging and adjusting sliders to eliminate knock? coming from a DSM background, this sounds like a miracle. How does this work?

kcpaz · #13 05-07-2007, 09:02 PM

so what AFR does the stage 2 shoot for? 11.1, 10.5? I mean there are different goals for n/a and forced induction right?

So the ECU will come up with it's own timing and fuel maps based on how much air the MAF is telling it it is recieving? What about air temp, and knock?

longassname · #14 05-07-2007, 09:57 PM

No you aren't getting it.

What afr does it shoot for at what engine load?

At light loads the cells are likely to read something like 14.7. At moderate loads that might occur at full throttle na or part throttle under forced induction the cells are likely to read something like 12.7. At heavier loads under heavier boost the cells will read a lower afr like 11.7.

The target afr for a given engine load doesn't change depending on how you get there. You are just talking about different areas of engine operation--reading different cells.

Quote:

Originally Posted by kcpaz

so what AFR does the stage 2 shoot for? 11.1, 10.5? I mean there are different goals for n/a and forced induction right?

So the ECU will come up with it's own timing and fuel maps based on how much air the MAF is telling it it is recieving? What about air temp, and knock?

longassname · #15 05-07-2007, 10:18 PM

I think I may have just figured out what is making you missunderstand. I bet you are thinking the fuel table specifies how much fuel to inject. It doesn't on an SVX. The ECU is able to calculate exactly how much fuel to inject to reach an afr from the mass air readings. The fuel table specifies what afr to run under the operating conditions which match a cell.

The cells in the region of the table which an na car operates is in the left side of the table. The region of the table of the table a forced induction car operates under when under boost is towards the right side of the table. Get it? Load is an axis of the fuel and timing tables. When you talk about having a lower target afr for a turbo car you aren't talking about changing the value of a cell; you are talking about reading the value out of a cell further to the right in the table.

Likewise with timing. When you talk about running less ignition timing under boost you aren't talking about changing the value of a cell; you are talking about reading the value out of a cell further to right in the table.

So long as the engine management system is able to measure the mass of air being ingested, deliver the required quantity of fuel, has tables that cover the entire load range, and has the correct values in those tables it doesn't matter what hardware you use to get the air in.