Curtisleeyoung

I tried looking for this in the previous threads but the search function is not working for some reason. Here is the question

What does the nonturbo fuel map look like compaired to the turbo fuel map?

I imagine that the map stops at a certian manifold pressure for the nonturbo ecu since it will not reach as high as the turbo ecu, but I've heard a couple of guys say it's damn near the same so there are no problems.

True?

trainwreck517

iTrader: (1)

I believe that is true for non-turbo Verts as they were turbo everywhere else but US and Can. I believe you are right about the fuel maps on the US coupes. I don't belive the N/A have the same map because hire res map = more memory = more money... companys are cheap.. hehe

I'm sure Icemark will correct me if I'm wrong.

gerbraldy

This has been covered a million times, just do a search. My 88' vert ecu worked fine when I swapped in a 13bt in it, but I have since swapped a TII ecu in just to be safe.

iceblue

The US spec N338 ECU is out of a 88vert, it is the only NA ECU valid for proper use in a TII aplication. The system uses the PS to know when the car is under boost so it is very importain without a standalone EMS as they use a true manifold pressure. As far as the fuel curve map exsactly I do not know but I can guarenty it is higher all the time and much more on boost. There is more factors that efect the car when a TII swap application is being applyd then just the fuel map that you will not recive from any other ECU then the N338 or corosponding TII ECU

Curtisleeyoung

Wow, never new that. I have noticed that the car has been running super rich with the N338 in it. Sometimes the PS acts funny I'll double check everything for the 100th time.

RETed

There are no fuel maps per se...


-Ted

Curtisleeyoung

What do you mean? are all the calculations done on the fly by the computer from the sensor readings?

RETed

The airflow meter is the primary load sensor.
Thus, it's a 1:1 relationship.
Unless those Rtek guys can chime in and claim otherwise, none of the ECU reprograms prior up until a few years ago could claim a "modified fuel map".


-Ted

iceblue

^ Yea I was perity sure there was not a true map line but had no clue how to exsplain it or how it truly worked.

Aaron Cake

iTrader: (1)

And I believe it was the Rtek guys who basically determined that the TII ECU just firehoses fuel in after a certain RPM/boost pressure. Very crude.

Hell, you can get the same effect with an NA ECU and an S-AFC.

iceblue

As sad as it is I have to say a SAFC is more safisticated then our damn ECU. You can actualy build a map with a wide band.

The only thing I fear abour the N/A ECU with a fuel controller is how it pulls back the timing. Members have very sucesfully ran the application with a fuel controller and wide band.

Syonyk

Dunno... the SAFC can only go to +50%. Would that be enough to duplicate the TII spray?

There are really good reasons why standalones are well liked. Something about replacing early to mid 80s computer technology with something modern...

-=Russ=-

Gene

iTrader: (1)

I thought the best way to use a Super AFC was to use oversize injectors and then use the minus adjustement to take fuel back out...?

Aaron Cake

iTrader: (1)

Yes, that's true.

But ultimate control still falls to the factory ECU. The S-AFC only "suggests" values which should be used.

I did years ago, long before most people ever would have considered turbo-NA to be something that "could be done". I had no problems running stock NA timing, even at 12 PSI.