For sale APEXI power fc for Fl Ek9..
- Thread starter Lee s
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elbuitre104
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- Jul 30, 2011
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damn and i was thinking on post my for sale completed ecu and hand unit but i change my mind this people dont like to pay yoou better of posting it on craigslist,ebay,or maybe on other forums gl mate hope you sale this
Lee s
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Lee s
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kirkhaulage111
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an wat is the power gains from this unit. interested looking for ecu for my 9.
i have no idea how these work what the advantages of these.
i have no idea how these work what the advantages of these.
Lee s
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Programmable ECUs This section may require cleanup to meet Wikipedia's quality standards. (Consider using more specific cleanup instructions.) Please help improve this section if you can. The talk page may contain suggestions. (January 2012)
A special category of ECUs are those which are programmable. These units do not have a fixed behaviour and can be reprogrammed by the user.
Programmable ECUs are required where significant aftermarket modifications have been made to a vehicle's engine. Examples include adding or changing of a turbocharger, adding or changing of an intercooler, changing of the exhaust system, and conversion to run on alternative fuel. As a consequence of these changes, the old ECU may not provide appropriate control for the new configuration. In these situations, a programmable ECU can be wired in. These can be programmed/mapped with a laptop connected using a serial or USB cable, while the engine is running.
The programmable ECU may control the amount of fuel to be injected into each cylinder. This varies depending on the engine's RPM and the position of the accelerator pedal (or the manifold air pressure). The engine tuner can adjust this by bringing up a spreadsheet-like page on the laptop where each cell represents an intersection between a specific RPM value and an accelerator pedal position (or the throttle position, as it is called). In this cell a number corresponding to the amount of fuel to be injected is entered. This spreadsheet is often referred to as a fuel table or fuel map.
By modifying these values while monitoring the exhausts using a wide band lambda probe to see if the engine runs rich or lean, the tuner can find the optimal amount of fuel to inject to the engine at every different combination of RPM and throttle position. This process is often carried out at a dynamometer, giving the tuner a controlled environment to work in. An engine dynamometer gives a more precise calibration for racing applications. Tuners often utilize a chassis dynamometer for street and other high performance applications.
Other parameters that are often mappable are:
Ignition: Defines when the spark plug should fire for a cylinder.
Rev. limit: Defines the maximum RPM that the engine is allowed to reach. After this fuel and/or ignition is cut. Some vehicles have a "soft" cut-off before the "hard" cut-off.
Water temperature correction: Allows for additional fuel to be added when the engine is cold (choke) or dangerously hot.
Transient fueling: Tells the ECU to add a specific amount of fuel when throttle is applied. The term is "acceleration enrichment"
Low fuel pressure modifier: Tells the ECU to increase the injector fire time to compensate for a loss of fuel pressure.
Closed loop lambda: Lets the ECU monitor a permanently installed lambda probe and modify the fueling to achieve stoichiometric (ideal) combustion. On traditional petrol powered vehicles this air:fuel ratio is 14.7:1.
Some of the more advanced race ECUs include functionality such as launch control, limiting the power of the engine in first gear to avoid burnouts. Other examples of advanced functions are:
Wastegate control: Sets up the behavior of a turbocharger's wastegate, controlling boost.
Staged injection: Sets up the behavior of double injectors per cylinder, used to get a finer fuel injection control and atomization over a wide RPM range.
Variable cam timing: Tells the ECU how to control variable intake and exhaust cams.
Gear control: Tells the ECU to cut ignition during (sequential gearbox) upshifts or blip the throttle during downshifts.
A race ECU is often equipped with a data logger recording all sensors for later analysis using special software in a PC. This can be useful to track down engine stalls, misfires or other undesired behaviors during a race by downloading the log data and looking for anomalies after the event. The data logger usually has a capacity between 0.5 and 16 megabytes.
In order to communicate with the driver, a race ECU can often be connected to a "data stack", which is a simple dash board presenting the driver with the current RPM, speed and other basic engine data. These race stacks, which are almost always digital, talk to the ECU using one of several proprietary protocols running over RS232 or CANbus, connecting to the DLC connector (Data Link Connector) usually located on the underside of the dash, inline with the steering wheel
A special category of ECUs are those which are programmable. These units do not have a fixed behaviour and can be reprogrammed by the user.
Programmable ECUs are required where significant aftermarket modifications have been made to a vehicle's engine. Examples include adding or changing of a turbocharger, adding or changing of an intercooler, changing of the exhaust system, and conversion to run on alternative fuel. As a consequence of these changes, the old ECU may not provide appropriate control for the new configuration. In these situations, a programmable ECU can be wired in. These can be programmed/mapped with a laptop connected using a serial or USB cable, while the engine is running.
The programmable ECU may control the amount of fuel to be injected into each cylinder. This varies depending on the engine's RPM and the position of the accelerator pedal (or the manifold air pressure). The engine tuner can adjust this by bringing up a spreadsheet-like page on the laptop where each cell represents an intersection between a specific RPM value and an accelerator pedal position (or the throttle position, as it is called). In this cell a number corresponding to the amount of fuel to be injected is entered. This spreadsheet is often referred to as a fuel table or fuel map.
By modifying these values while monitoring the exhausts using a wide band lambda probe to see if the engine runs rich or lean, the tuner can find the optimal amount of fuel to inject to the engine at every different combination of RPM and throttle position. This process is often carried out at a dynamometer, giving the tuner a controlled environment to work in. An engine dynamometer gives a more precise calibration for racing applications. Tuners often utilize a chassis dynamometer for street and other high performance applications.
Other parameters that are often mappable are:
Ignition: Defines when the spark plug should fire for a cylinder.
Rev. limit: Defines the maximum RPM that the engine is allowed to reach. After this fuel and/or ignition is cut. Some vehicles have a "soft" cut-off before the "hard" cut-off.
Water temperature correction: Allows for additional fuel to be added when the engine is cold (choke) or dangerously hot.
Transient fueling: Tells the ECU to add a specific amount of fuel when throttle is applied. The term is "acceleration enrichment"
Low fuel pressure modifier: Tells the ECU to increase the injector fire time to compensate for a loss of fuel pressure.
Closed loop lambda: Lets the ECU monitor a permanently installed lambda probe and modify the fueling to achieve stoichiometric (ideal) combustion. On traditional petrol powered vehicles this air:fuel ratio is 14.7:1.
Some of the more advanced race ECUs include functionality such as launch control, limiting the power of the engine in first gear to avoid burnouts. Other examples of advanced functions are:
Wastegate control: Sets up the behavior of a turbocharger's wastegate, controlling boost.
Staged injection: Sets up the behavior of double injectors per cylinder, used to get a finer fuel injection control and atomization over a wide RPM range.
Variable cam timing: Tells the ECU how to control variable intake and exhaust cams.
Gear control: Tells the ECU to cut ignition during (sequential gearbox) upshifts or blip the throttle during downshifts.
A race ECU is often equipped with a data logger recording all sensors for later analysis using special software in a PC. This can be useful to track down engine stalls, misfires or other undesired behaviors during a race by downloading the log data and looking for anomalies after the event. The data logger usually has a capacity between 0.5 and 16 megabytes.
In order to communicate with the driver, a race ECU can often be connected to a "data stack", which is a simple dash board presenting the driver with the current RPM, speed and other basic engine data. These race stacks, which are almost always digital, talk to the ECU using one of several proprietary protocols running over RS232 or CANbus, connecting to the DLC connector (Data Link Connector) usually located on the underside of the dash, inline with the steering wheel
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PM sent
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Oh Lee I will 100% have this, how about I give you some cash at JapFest? Any chance you could please do it for £200 if not posting?
Also swap seats before we leave to go home if you want?
Dunx
Also swap seats before we leave to go home if you want?
Dunx