s4 n/a ecu adaptability question
04-17-13, 10:59 PM
#1
s4 n/a ecu adaptability question
Currently building a mildly modified s4 n/a block.
My question is what kind of limitation does the stock ecu have? The following list is what will be done, I am curious as to the recommendations of what I should stay away from in order to continue using the stock ecu.
Atkins 6 port actuators
headers
2.5" to 3" exhaust adapter
Racingbeat REV II presilencer, y pipe, extenders, and mufflers
s4 irons with a mild street port (possibly large street port depending on advice)
Port matched intake
Will be using high-flow air filter in the stock air box
Koyo radiator and hoses
walbro 255 lph in tank fuel pump
stock blueprinted 550cc injectors
Atkins internals
s4 rotors
s4 housing with large exhaust port
stock flywheel and balance weight
stage 2 clutch
stock ECU
Will this be able to be run? My goal is to push 180HP at the fly wheel on the stock ECU. That's an increase of 34 (around a 20 percent power gain on a stock ECU). I checked the build threads for a few hours and my eyes are getting tired. Looking for input, specs, threads, and advice please.
PS: I am currently stocking parts for a TT swap but will be taking EXTREME time building the drive train so I want a mild n/a engine in the mean time to put in a clean rolling body that I'm working on so please don't just say Turbo and throw a thread to Aaron Cakes Project Tina please. I've been over his site a hundred times in the past few years.
My question is what kind of limitation does the stock ecu have? The following list is what will be done, I am curious as to the recommendations of what I should stay away from in order to continue using the stock ecu.
Atkins 6 port actuators
headers
2.5" to 3" exhaust adapter
Racingbeat REV II presilencer, y pipe, extenders, and mufflers
s4 irons with a mild street port (possibly large street port depending on advice)
Port matched intake
Will be using high-flow air filter in the stock air box
Koyo radiator and hoses
walbro 255 lph in tank fuel pump
stock blueprinted 550cc injectors
Atkins internals
s4 rotors
s4 housing with large exhaust port
stock flywheel and balance weight
stage 2 clutch
stock ECU
Will this be able to be run? My goal is to push 180HP at the fly wheel on the stock ECU. That's an increase of 34 (around a 20 percent power gain on a stock ECU). I checked the build threads for a few hours and my eyes are getting tired. Looking for input, specs, threads, and advice please.
PS: I am currently stocking parts for a TT swap but will be taking EXTREME time building the drive train so I want a mild n/a engine in the mean time to put in a clean rolling body that I'm working on so please don't just say Turbo and throw a thread to Aaron Cakes Project Tina please. I've been over his site a hundred times in the past few years.
04-17-13, 11:04 PM
#2
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Get a aftermarket fuel regulator,stick with the 460's..(for N/A).This can be used both now and later when you go TII.
if you have the 550's on an N/A you are really overfeeding it more than it needs.(the 460s are already adequate)
if you have the 550's on an N/A you are really overfeeding it more than it needs.(the 460s are already adequate)
04-17-13, 11:08 PM
#3
Well I have a set of 550s and 3 sets of 460 low impedance (S4 stock). I'll go ahead and send out the S4 ones to be blueprinted and cleaned in that case. However, as for the fuel regulator what am I looking for there and is it a quick setup or will it require redoing the fuel setup? Will the stock ECU adapt to run it without going lean?
04-17-13, 11:09 PM
#4
Also as you've been around a while I'm sure you've seen this setup a hundred times so what are most people making in HP terms to the flywheel on a modded s/4 n/a. I've seen the s5s easily hit 200 but the s4...? Haven't seen much info on them to be honest.
04-17-13, 11:42 PM
#5
I guess my real question is whether I should get an adjustable fuel regulator, went ahead and did the research and seems easy enough to install. Correct me where I'm lacking in understanding but I should just install and set it rich and then start dialing it back until the air/fuel gauge reads properly correct? Or am I totally off on this.
Still need to know if the stock ECU will be able to adapt to the increased flow rate however. And is there a recommendation as to whether a mild or large street port would be more beneficial? I was thinking large due to the fact that my exhaust ports are large ported.
Still need to know if the stock ECU will be able to adapt to the increased flow rate however. And is there a recommendation as to whether a mild or large street port would be more beneficial? I was thinking large due to the fact that my exhaust ports are large ported.
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