Hopefully the new thread I started on SSc will make another good discussion. Until I had a chance to view the WIS program for myself it didn't make much sense to me why T7 would adapt downwards. Now it's clear.xaamottomaax said:How does this apply to upgraded ECU's? What causes the BSR stage 2 for an Aero or Viggen to jump 10lb/ft when the cat-back is added? Wouldnt there be similar adaptation down to the stage 1 power levels?
Do the modified ECU's have the VE adaptation you mentioned on SSc?
Here is a link to a thread with some nice discussion of this topic. Good stuff as usual Adrian...
The program is the same. Perhaps the software's WOT map is designed for the extra air flow provided by the exhaust and without the exhaust it is running rich. I don't know of any stage 1 dyno runs posted on the web and I havent done my car yet so I can't be sure. The documented instances of broken pistons caused by knock doesn't support this theory but again the ratio of stage 1 vs. stock ECU's with piston failure is unknown. I think the main problem with the stage 1 is the increase in EGT over stock .The BSR stage 2 would probably have a different programming to the BSR stage 1.
I found it interesting that Nordic uses an uprated FPR in their higher stage T7 packages...In these days of marketing, the cheaper the stage 3, the more people will buy it. HP/$ is what everyone seems to be worried about. Nordic seems to abandon this philosophy in order to compensate for the biggest threat to a tuned T7 engine (knock and broken pistons) by providing much more fuel at WOT.let the better VE give the additional power, keep a/f the same. More power, no extra strain on the internal parts...... (keep things nice and rich, OR use water injection)
If the stage 1 software is retarding timing, getting the water injection tuned properly would be very difficult. Nick T. would know about this as he is running said software and water injection with good results.Re-tune for water injection. This allows more boost without strain on the motor, and requires more ignition timing to be effective.
This is the direction I want to head but it is expensive and is going to take time. Intake and exhaust mods are the first step for me. Exhaust especially now because of the increase in EGT with the stage 1 software. This has me worried a bit but opening things up with the 3" DP and 2.5" cat back, ceramic coating the downpipe should help with intake temps and heat soak. Running lean worries me as well with the increases in airflow without the MAP system providing enough WOT fuel. Higher octane fuel is my only real way to compensate and try to eliminate knock at the moment.1. Raise the power, either by boost or increased volumetric efficiency. This actually doesn't increase the strain and thermal loads very much. As long as you keep the ignition timing where it was previously and don't take away any fuel (keep things nice and rich, OR use water injection) things stay nice and cool and your engine will be happy.
Actually your CEL causes the car to have reduced performance in the form of bogging down. I get the same light since I'm catless, and my car bogs down a little. Once I had disconnected the battery for a while, the CEL disappeared and there was a noticable performance gain. Later the CEL come back on and the bogging continued.iwantaviggen said:to answer your question ricot83 i have a 3in DP on my T7 with no cat...the CEL is on but runs fine.....not as much of a hp increase as i would have liked, but im shure that will come when i get my SQR stg 3...
for me i have all these bolt on parts to get ready for the ECU upgrade....