With the standard ECU I believe Essex Autosport are the only people that can tweak it aren’t they?
If it is the standard ECU though, then I doubt anything would be wrong with the Map itself, its going to be something else on the car. If all is seeming well, the car is driving nice with no apparent problems, it couldn’t be the dreaded cam lobe wear could it? That will loose you power and will sneak up on you very slowly.
Yes car drives fine and feels strong enough.
Perhaps I should have it RR’d once more to confirm the delivery.
If I can find them, I’ll post the print out of my power run on here for all to see, as I’m lead to believe it was showing some tell tale signs of odd fuel/air mixes.
This generally all means nothing to me!
Ideally if the original map can be re-applied, I’d be happy with that. If other symptoms pop up, I’l deal with them as and when, if I feel the need to 
yes, Sincs/Essex are the only ones that can Re-Map the standard ECU.
That was good when they had the dyno on site but now it’s up in Liverpool it’s too much hastle to travel up. They do hire a local dyno but it’s not the same as having your own dyno and your own dyno chap who does the Yota lump day in day out.
Mines a throttle cable version so keen to know if the Syvecs will be developed for my car.
Ex77
Nothing against Essex, but from what I gathered, I’d be paying around �800 including vat for a remap of the stock ecu. That’s applying their code and then the mapping session.
Someone please correct me if I’m wrong.
It was that that prompted me to go to JSR for the syvecs. It’s going to be more than that, but at least I’d have something tangible that could sell on in the future that will be worth something.
Not only that but the remapping of the syvecs is much simpler, can be done by far more people, including myself whenever I feel like it and to cap it all, the syvecs is many times more powerful, has many more features, and need not be restricted to the lotus.
I know that I’ll have to shell out more, but I see that as loaning myself the extra in the knowledge that I’ll get it back. I don’t think I’d recoup anything from the essex mapped ecu and I don’t like being restricted to one supplier and not being able to look at or understand how extensive are the changes to the map they have made.
Aside from all the above, the overriding thing I wanted was closed loop controlled lambda via a proper wideband sensor. No amount fiddling will let the standard ecu do that.
Guess I need to look at their website - missed a move to Liverpool!
[quote=Bomber]Interesting reading and great results!
I’d be interested in getting the original map on my car sorted to produce what it’s supposed to be producing! I had a rolling road session early last year, and the car came in with around 223hp rather than the 240 it should be producing, whereas others tested that same day hit their anticipated figures or better, so something must be amiss 
[/quote]
I bet a pound to a penny it is the knock sensor causing the problem…
Have you got uprated engine mounts by chance?
I had the same thing last year on my 111R, it was 20hp (and a shit load of torque) down on what it should be. No fault codes showing, engine seemingly revving through the entire range no problems. Its just when it came to the time sheets rather than being within the top 4 I usually am, I was 4th from the back!!!
Turned out the extra vibrations/resonance from the engine with uprated mounts had caused the O2 scalers/knock sensor to go hay-wire and the ECU drops power. We simply swapped ECU’s like for like and the problem was solved.
Only solution once it has happened is to have the ECU reflashed (it cant/wont reset itself once it goes out of sync) and then reposition the knock sensor somewhere off the engine to stop it happening again.
This can also effect the s/c cars, I wouldnt mind betting there are a lot of cars out there suffering this problem and dont even know it, the only way you really find out is when your on the dyno…
It was a good, if slightly loooong day at Syvecs yesterday.
A couple of other bits of info. Seans car runs the standard 240PP injectors, so 440cc from memory. These are at 97% duty cycle, on a cold day, new pump and filter, with optimal temps and controls. In an ideal world, these need going to be replaced with larger ones, the map scalled to suit and re run on the dyno to check - chop, chop Dave!!
It has wide band lambda with closed loop control. This gives max 20% adjustment at idle, with a clamp down to only 5% at WOT, any adjustments over this will trigger the check engine light. This function can be turned off or set to your parameters as required.
I think everyone on here is agreed that the ultimate solution for power/safety is a chargecooler, and that any decent ecu will back off the performance to protect the engine when inlet temps rise. As long as you have good compensation maps, then it doesn’t matter if you have 0 or 100 degree inlet temps. We are running the OE knock sensor, with closed loop individual cylinder control, so any det will have the timing adjusted to clear this. This has obviously been checked against det cans to ensure that its doing what its supposed to do.
The Syvecs is a pretty cool bit of kit, and the more time it runs on a Lotus, the better its going to be. For example you can adjust the torque target for each individual gear, less in first to reduce the chances of wheel spin or less in 3rd to protect the gearbox.
[quote=JDS]It was a good, if slightly loooong day at Syvecs yesterday.
A couple of other bits of info. Seans car runs the standard 240PP injectors, so 440cc from memory. These are at 97% duty cycle, on a cold day, new pump and filter, with optimal temps and controls. In an ideal world, these need going to be replaced with larger ones, the map scalled to suit and re run on the dyno to check - chop, chop Dave!! [/quote]
So two sets then?? Size?? Audi ones as well??? chop chop!!
On the throttle cable side of things, yes its intended to do the throttle cable car. Just not this week 
Good ^^^^^^
Sorry about the 6 Sean, feel the pain
Frank,
Bit confused by this, can you explain???
reason I ask is this.
On a cold day air charge density is higher, so you need more fuel than on a hot day. if you map on a cold day, you know your injectors can cope with the max possible load. If you map on a hot day you could find yourself running lean when the temp drops.
A decent ecu such as the syvecs has air temperature compensation, but is also MAF based, so surely, the maf will know the amount of oxygen and the map will remain correct?
What am I missing?
JRS,
on my old subaru, I ran 380cc injectors at over 300bhp, why are 440s struggling at the same level?
[quote=Adamantium]JRS,
on my old subaru, I ran 380cc injectors at over 300bhp, why are 440s struggling at the same level? [/quote]
I am guessing that the Subaru had a rising rate fuel pressure regulator fitted? The Toyota cars take the entire fuel pump/filter/sensor from a Celica and make it fit. Unfortunaly for us, they also have a fixed pressure regualtor inside, so that is the max pressure you will achieve, without external swirl pots, pumps and regualtors.
[quote=JDS][quote=Adamantium]JRS,
on my old subaru, I ran 380cc injectors at over 300bhp, why are 440s struggling at the same level? [/quote]
I am guessing that the Subaru had a rising rate fuel pressure regulator fitted? The Toyota cars take the entire fuel pump/filter/sensor from a Celica and make it fit. Unfortunaly for us, they also have a fixed pressure regualtor inside, so that is the max pressure you will achieve, without external swirl pots, pumps and regualtors. [/quote]
Unless you start using my adaptors, blank off the internal regulator and then fit and external regulator and fuel rail return, more mods when the Syvecs is fitted!!!
John, you might recall that following the previous thread on the same I was at the vinegar strokes, well…
When do you want a ‘deposit’.
Would need the traction stuff working though.
How far away is the Audi box?? (Spa mid-march??). Does it have it’s own cooler?
We have talked the variable TC issue through and we have a great solution, that will mean non variable TC cars van have TC as well if they like.
TC is working right now though, just Lotus knob doesn’t adjust it (yet)
I took it out for a drive today and its really nice. We pushed it off the trailer and got it ready for a drive on the road, as I fancied just starting it and driving off straight away to see how good the cold start and cold running is. I have to say it really is very very good. Is it as good as OE, I’d say, yes it is.
Anyone thinking about doing this who fancies having a go in one, I dont mind arranging with John for my car to be at JSR and you can come down and take it out for a spin.
Yeah John, chop chop on the gearbox!!!
Dave, get off the phone!!!
Unless you are ordering our injectors that is!!
Frank,
Bit confused by this, can you explain???
reason I ask is this.
On a cold day air charge density is higher, so you need more fuel than on a hot day. if you map on a cold day, you know your injectors can cope with the max possible load. If you map on a hot day you could find yourself running lean when the temp drops.
A decent ecu such as the syvecs has air temperature compensation, but is also MAF based, so surely, the maf will know the amount of oxygen and the map will remain correct?
What am I missing? [/quote]
You don’t ever tune with your injectors beyond 90% duty cycle unless you’re a fool
Fueling is one thing but the killer of engines it the ignition timing and knock. Unless you tune for the worst possible conditions such as dry and hot you will toast your engine period…
First off the knock sensor on the stock 2ZZ supercharge engine gets alot of noise from the supercharger and Lotus had tuned the cars with the knock control on and then ran them off the GT3 cars I was told…Remember all those blown engines in 06 ?
When I was just supercharged the car was tuned with the knock sensor on out in the desert in 115*f ambient conditions and then turned off due to the supercharger noise…But unless you tune for and in the worst possible conditions you are screwed when you get them…OEM know what they are doing and race teams tune on the spot for changes in ambient conditions on the track…
No Lotus owner can do this and drive at the same time…get it wrong and go home on the hook… :whistle:
The stock ECU does not matain the reduced timing and richer fuel setings when knock happens it corrects for it and will keep a history but returns to it’s origional tune…
Letting a car cool off betwen dyno pulls is bullshit and is only used by the worst tuners when all they want to see are peak numbers…Fact not fiction
I did over 150 pulls on the dyno in 110f ambient heat last summer and my 680 whp was there at the end and yeah the car pulls even harder in our 50f ambient winter weather here in Ca. now but if you tune for peak numbers in the cold of UK wet winters you are gonna be shit out of luck next summer on track…
MAF tells the ECU how much air is flowing into the engine and temp of the air, the O2 sensor tells you how much O2 is left after combustion…
My knock sensor was recalibrated on the dyno for my AEM ecu. Any good tuner will do this when going to a stand alone ecu.
There are tuners and then there are tuners…
Have forwarded this onto the guy who mapped it to respond to, as it needs to be answered correctly, and I’m rubbish at explaining things at the best of times!!
One thing I do know the answer to is the injectors, a set of 550cc ones are hopefully being put in a jiffy bag to us as we speak. The max duty cycle was a surprise, and only ever due to be a temporary measure as we didn’t have the larger ones available on the day.
The GT3 car may be a bit of a gotcha, as there were so many noisey elememnts of the build involved - gearbox, solid engine mounts, flat shift, the list is endless, so not really a fair comparison.
Lets see if he’s a tuner, tuner or tuna!! Pretty sure I know the answer to that already!
Cool since I suck at the tech talk also… The stock superchargers put out alot of noise ether way…
Doh!!! Should look in junk folder more often!! Explanation below from Syvecs about some of the questions, but will chase for some more relavent info for our application. Sorry about the formatting as its home time and freezing here!!
"Here is an example log of the knock control working on a speed six engine
which was said to not be able to run knock control due to the noisy finger
follower head. With the Syvecs Advanced knock strategy it was not a
problem as it listens around certain frequencies which knock will produce
based on the bore size of the engine. Then as the ecu knows which cylinder
it is on from the cam angle sensor relation to crank it only listens in a
set crank angle window on each cylinder to ignore all background noise.
Very useful also for diagnosis of a faulty injectors or misfire as it controls the knock individually for each cylinder so very easy for spotting problems on cylinders.
No Knock
Knock control working
