Mapping Session

  1. Frequent Poster Joined: Oct 2005 Posts: 751
    #1
    Had a day at the local rolling road booked last week to finally map a DTA S40 ecu that I have had sitting around for too long. The engine spec:

    - JP4 engine
    - J4 cams
    - Ported Head
    - Raceland Manifold
    - Custom Exhaust

    Few pics from the day:



    Steady state power curve with Magnetti Marelli ECU vs. DTA after mapping, this is wheel torque/power measured after a 10 second stabalisation time, and not a transient run:


    Transient power curves from the rolling road (pinch of salt needed):

    Flywheel power and AFR


    Flywheel Power and Torque


    Wheel Power and Torque


    Some pictures of the final maps:

    Injector Duty Cycle:

    Injection Pulse Width Map

    Ignition Map

    Target Lambda


    Homemade knock detector:


    The office for the day:


    On the rollers
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  2. Saxperience Addict Joined: Jul 2005 Solihull / Bournemouth Posts: 14233 2015 Lapiz Blue Golf R
    #2
    Good result for a dta vs oem ecu comparison! Just shows there's a pretty good increase in performance to be had from a mapped ecu vs oem
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  3. Super Moderator Joined: Nov 2009 Cambridge(ish), UK. Posts: 10581 BMW 5x M50d.
    #3
    Excellent result. I'd like to see more cars show a steady state run rather than transient graphs. Would be interesting, especially on some of the high powered cars
  4. Frequent Poster Joined: Oct 2005 Posts: 751
    #4
    Im hoping to re-plot the transient power curve data and put it all on the same graph to show the difference between steady state and transient, and to highlight the pitfalls with rolling roads.

    The problem with doing steady state power curves is that the cooling system of the vehicle and the fans of the rollling road need to be working very well to control the coolant temps. Even with only 100ish BHP the coolant temp was creaping up after 10-15seconds, but the fan at the front of the rolling road left alot to be desired.
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