The Audi gearbix fits great, when attached to an Audi engine. When fitted to the Toyota engine its a bit more of a challenge.
As an example, to run the box at the same angle as the Audi instal, means the RH driveshaft passes through the back of the block, so not really ideal. Both the Honda and Toyota box have the diff housing really low, the Audi one is higher up. So rotate the box to lower the driveshaft out of the engine and then you have to rethink the LH engine mouunt, and the diff housing then becomes a little close to the subframe.
Minor inconveniences then !
Mounts are not a major issue and easily fabricated ā¦
I was more concerned about gear linkages and input shaft dia.
If you can develop a cost reasonable solution to the C64 then prepare for a queue cos in my opinion the jubu alone doesnāt address poor syncro,s and excess heat .
Thatās why Iām stalling on fitting jubu,s into mineā¦
Mounts I could get done with a dummy box to play with , input shaft worries me and indicates a heavy ,thick and expensive flywheel would need developing .
Unless Frank has any further infoā¦
And then there is the issue of matching a clutch to the fabrication ā¦
I did kinda think mounts shouldnāt be an obstacle for you guys , but I thought Iād offer to get them sorted to gee you up !
Given geography between us and a common goal ā¦maybe Itās a combination that will work.
Iām about 2 months away from decision time ā¦
ā¦
I did think Jon was being a tad defeatist citing mounts as a stumbling block!!
[quote=TarmacTerrorist]
I bet a pound to a penny it is the knock sensor causing the problemā¦
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 ECUās 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 dynoā¦ [/quote]
Ah! Well I didnāt have uprated engine mounts at the time - but I do now! (powerflex inserts at least) So if I didnāt have that issue then, I may well have introduced it now!
Why is there only Essex that can remap the standard ECU? where did they get the software from and how come nobody else in the UK does this?
I think for 99% of Elise / Exige / 2-11 owners a tweaked standard ECU would be more than sufficient for their needs.
Itās just a shame the only place that does remaps is the other end of the country from us up North. [/quote]
See post above from Exige77:
"yes, Sincs/Essex are the only ones that can Re-Map the standard ECU.
That was good when they had the dyno on site [color:#FF0000]but now itās up in Liverpool itās too much hastle to travel up[/color]. They do hire a local dyno but itās not the same as having your own dyno and your own dyno chap who does the Yota lump day in day out.
Charlie X in the US reverse engineered the ECU to create the software to remap the ECU, Essex have bought exclusive rights for using the software in the UK (maybe Europe) nobody else has been able to do this so far, that is why they are the only option for the standard ECU, personally I see the costs as being resonable as after the first session new bespoke maps including dyno time are ~ĆÆĀæĀ½300 so about normal cost, just the first time is the painful one at ~ĆÆĀæĀ½800
I am hoping to get an engine rebuilt in the next couple of months and might well ask to JSR to show me the benefit of the Syvecs over my remapped ECU, I realise I will have to pay for mapping time to do this, but I am not prepared to lay out the full cost of the ECU to find I get no benefit from a different ECU.
OK, response from Ryan. Ignore the evening/yesterday comments, as its taken a while to notice it in my junk folder due to the links!!
"Good Evening!
I first must point out in case it has been miss-read or has not been stated
properly, but this thread is not advertising a finished product or a full
release of any package as yet.
Yesterday was another test session to ensure that the Can-bus coding for the
later exiges worked with the stock dash and that the base map done over the
last week at Syvecs on another early Exige with Improved fuel system could
be adjusted to suit a 240 spec. As 85% of the calibration would be the same
I made some adjustments to the fuel calibrations to work with the smaller
injectors and the result is posted by OP. During Logging it was noted for JS
Racing that the Injector Duties were high and that for this given spec
larger injectors were required or either a reduced DBW Final target at high
RPM or lower rev limit. If you look carefully at the graph displayed by the
OP you will see that on the final graph printed we were not reving as high
as the engine does as standard due to the injector duties being above a safe
working 90% stated by Denso so number chasing is not what yesterday was
about otherwise the limiter would have just been rasied.
Having had an Exige at Syvecs for the last week I have been able to go over
nearly every calibration fully with varying cell temps, loads and pressures
to ensure that Corrections for different atmospheric changes. I have logged
over 95 Miles of Solid State tuning of the engine and well over 50 hard
sweeps at varying Temps from as cold as 5c all the way up to over 70c Air
Charge temp by changing cell conditionsā¦ We can simulate track sessions
also which was done but real work on this will be done soon. As the Syvecs
has over 4 hours of onboard logging the next test is at a private track for
the day setting up adjustable traction control and other safety orientated
maps like trips for Oil pressure drop, Relative fuel pressure trips etc as
well as ensuring the calibration is perfect.
Iām not sure on your comments regarding cooling between runs unfortunately I
have to analysis all data very carefully and correct for any changes which
take time. As you have said chasing numbers is for āfoolsā but unfortunately
that is the figure the engine produced between runs while tweaking the
calibrations to suit the spec and we are not talking about a quick 4 second
pull like on some Dynojet dynos but a 10-25 second pull where the ACT change
40c + from 2000 to 8000rpm.
With regards the comments of knock control and supercharger noise I can see
it being a problem on the stock system and on nearly every other aftermarket
ecu where the inputs are not gated and only work of raw values with a
calibration table to act on when the raw value passes the threshold.
Our Strategy is developed by our sister company Life Racing who supply and
managed all the electronics for most of the top levels of motorsport
including 24hr LMP Cars which some have over 1000hp forced induction knock
limited engines and survive race after race over a full 24hr period of
constant load. We then take the strategy and make it suit all the road
market that has helped us to achieve the fastest going road cars on pump
fuel around the world. One of which I tuned and is over 1400hp and runs 8ās
down the strip with zero engine failures over last 3 years thanks to the
Syvecs Controls, engine trips and knock control.
So in a nut shell how does it work?
We use a number of fully gated knock inputs which are then filtered down to
a theoretical knock frequency value based on applying some maths to the size
of the combustion chamber. This is a fully adjustable calibration and is the
first step to ignoring all background noise.
We then know which cylinder is firing based on the information gathered from
the Crank sensor and Cam sensor and enter a desired ālisteningā window for
when the strategy should listen based on crank angle for each cylinder. This
again then reduces the chance of ghost knock detection from external items.
After this the levels of gains are adjusted to ensure all the values from
each cylinder are matching and then the strategy goes onto another level for
how detection is applied I.E Trims and full cylinder shut downs in the event
of more than a desired amount of retard pulled.
Here is a Log from the Exige to it working
And then back to correct calibration
As you can see it very useful for spotting problems on individual cylinders
and very fast to act and remove knock.
Also you can see good the Closed loop lambda works keeping the A/F within a
0.5% of target and if this goes out of a set range then it again will warn
owners for example if fuel temps increases and mixtures changes or a faulty
pump.
Sorry I am having to send this via John but can not unfortunately log on to
Exige forum due to activation issues??
I hear you have a very powerful Lotus and to get to that levels Iām sure a
lot of R&D was done which can imagine some of was finding the right man for
calibrating the ecu. I guess from your comments regarding some tuners that
the first man was not! so can understand while seeing what John had put
might make you comments valid but im sure as you well know getting a
finished product take testing, testing and more testing!
Ryan Griffiths
Syvecs UK"
Hope that clears up any questions and querries, although I am expecting some more after posting this!!
I am very interested to know where the 290hp figure came from? Is this whp or flywheel hp and if it is the later what where the coast down loss figures or %'s used?
Just for correlation my car has made ~270hp @ the hubs on many different occasions and if you use 10% correction to flywheel that gives just under 300hp at the flywheel.
290hp from a car with a standard exhaust and pulley is exceptional if real even for a really cold day
but how is the flywheel figure derived is my point? 290 is very impressive and only 10hp off mine, in that respect I might be able to add another 20hp on my car with an ECU change which would be impressive
[quote=ade]I am hoping to get an engine rebuilt in the next couple of months and might well ask to JSR to show me the benefit of the Syvecs over my remapped ECU, I realise I will have to pay for mapping time to do this, but I am not prepared to lay out the full cost of the ECU to find I get no benefit from a different ECU.
[/quote]
Ade
As I understand it, and being honest my understanding is limited!!! Its not about headline figures, any good ecu mapped properly should give similar numbers. It more about having a fully mapable solution so that each time an up grade is done we have a choice of who to use rather than just one.
With many other nice benifits the Syvecs can giveā¦
Look at what randy has done with his Europa on a Syvecs
I will 100% be having a syvecs and will be very very happy to go all the way to Ryan and have him do the mapping
This as always is the problem without knowing how the corrections are done to get to 290hp then it is hard to justify, I know there are many ways of messing with dynos to show gains that arenāt really there and Iām sure there is non of that going on here because there is nobody saying you will gain 50hp with an ECU change, but I do feel it is important if the 290hp figure is used in this context how it was derived so people can truly understand the product and what it delivers.
I for one am really interested in this, but for me it really is all about itās potential to give me more HP from my modified engine and remove my tie to Essex, the downsides for me are being able to find a local tuner who is both skilled in Syvecs and also understands a SC 2ZZ, this for me might be difficult
