Perhaps the very knowledgeable guy who has discovered that the Ecu will adjust in a few hundred miles will care to post something here , as I know he will be reading this ?
Fek me its like scooby doo, just tell us who it is 
Haha!!
Oops … not sure I should have posted that on this forum .
Trust me I have a very good reason why I,m not about to name him.
If he wishes to post himself ,then thats his perrogative (sp?)
One final word tho … If I didn’t believe that my 211 Ecu would cope then why would I be spending the best part of 2 grand on a complete system ??
Boothy gis a call m8
The impact on NA cars of manifolds, de-cats, exhausts, induction is probably not enough to cause detonation and the ECU may be able to dial back or adjust accordingly. On supercharged cars however the tolerances are less, especially with aftermarket kits which exploit every last pony and have fully optimized maps. I would imagine the Lotus stock maps run richer anyway as they are fairly conservative with power output.
So I guess the impact of a manifold & de-cat depends on how tuned your car is. I’ve seen lots of dyno’s with weird looking torque bands which manifolds have been fitted and not been mapped to compensate.
Ok, so if you use an OBD reader you will get 2 values,
Long term fuel trim
Short term fuel trim
These are what Sean is talking about, they are not disabled when sincs do the remapping work, there are values that need to be changed when you change the injector sizes but the is all, most of the mapping work is done in WoT or open loop as Sean says.
I’ve done 24,000 miles with full 2bular manifold, decat and backbox, TRD airbox.
Mil light on for the duration due to the cat not being there but no melted pistons.
Jim (and others) privately admit the stock ECU learns the new gas flows and adjusts fuelling accordingly to compensate. But that doesn’t sell lucrative remaps.
I’m booked in to LotusSport next year for the 260 upgrade.
Be interesting to know if your afr’s have recovered on WoT, do you guys track your cars? If you are only running around without using full throttle a lot you will probably be ok, however I would not want to use your cars hard running down hanger straight for 30 second at full throttle 
30 seconds!!! You guys need to get yourselves some real power!! 
I guess Boothy is still on the standard map then??
Well the phone just rang and I was told that my car is done
Only slight problem is that they can’t fit the sheer panel “tea-tray” item as it does not fit on the newer 2010 model cars.
So instead, I’ve opted for the full blown “pucker” 260 cup undertray Should be interesting when I pick the car up tomorrow
depends who/what is following you Sean!
[quote=aelord]…I’m booked in to LotusSport next year for the 260 upgrade.
[/quote]
Can someone please give me the contact details of ‘LotusSport’?
Pete, I’ve sent you a PM 
Just to be clear, you will only need a remap if you have the manifold, not a sport cat or decat, I tested both of those and there was no significant change in the AFRs
[quote=pete757][quote=aelord]…I’m booked in to LotusSport next year for the 260 upgrade.
[/quote]
Can someone please give me the contact details of ‘LotusSport’? [/quote]
- 44 (0) 1953608920
I am getting rather ‘confused’ by this thread now as it is beginning to deny logic!!!
I am not by any means an expert! But I do know the ECU can and must ‘learn’ and adapt to changes in the AFR. And for that matter fuel quality as well!
Logic will say that fitting a TRD intake, a 2ubular manifold etc will give increased air mass flow, hence power. So too would a sports cat for that matter! So unless the ECU compensates with more fuel per stroke, the mixture will indeed run lean.
However, a change in temperature from say +40 to -20 will also greatly affect the air density and hence the AFR. Likewise, Exige owners in Holland at or below Sea Level -0 feet and Denver at 6000+ feet can both blast down a track WOT without pistons melting!!! The ECU detects less or more volume/mass of air and adjusts the fuel output accordingly. So on balance I cannot see what difference it would make if the intake and exhaust ‘dynamic’ velocities increase with the various mods, as it clearly copes well with the above scenerios!
Anyway, off to put some 89 Octane unleaded in the Canadian Hire car! (94 is ‘SUPER’ out here!!!)
Standard ECU maps are a compromise to allow the engine to run safely in a wide range of decent and crap fuels, altitudes and temperatures.
Spending thousands on go faster parts and skimping on a bespoke map is silly in my opinion. The chances are your engine will run fine with it’s new performance parts but unless you get a map that will make full use of your new kit safely, what’s the point of buying the parts in the first place?
On the other hand, bolting on a smaller supercharger pulley and expecting your engine to work properly within the confines of it’s factory ECU map is expecting too much.
Would a full 2Bular exhaust system be a step too far for the standard map to cope with, who knows?
I’d be having a remap to make full use of the extra performance of the manifold and de-cat if nothing else.
Some valid points there Adam .
One could have several maps and select one according to the altitude / barometric pressure / humidity / temperature etc etc …( just as F1 teams do )
The fact of the matter is though that the factory ECU (as long as the pump and injectors are able ) can and will ensure the ratio is maintained . It must do as cars in Denver would run at least 10% rich ( air loses density at around 2% per 1000 feet .
So yes a remap while probably somewhat beneficial is not absolutely necessary .
Good post tho …
Ps . Maybe a standard 220 car might not have enough headroom with the standard pump and injectors … I don’t know !
Oh well, think what you like, but I can guarantee you the WoT is a map with no fuel correction ability or we would never need to remap till you get to the end of ability of the fuel system, which we do sadly.