Unichip map downloads and tuning

[xjohnx]

Originally Posted by bakerr6

Are there any features you guys are looking for that are not currently available besides e85? I'm trying to come up with some ideas for possible additions to the system before I go FI, and I know unichips would love to see if we could come up with additional items.

Flex fuel, launch control, flatfoot shifting.

[ScionFrsFan]

I just bought myself a unichip!!!

[FA20Club.com]

Originally Posted by Sportsguy83

I might have misunderstood so don't quote me on this, but I believe ECUTek can do progressive boost.

Yes, you can run boost based on gear & rpm with ecutek

[FA20Club.com]

Originally Posted by bakerr6

It oes have other features,s uch as easy datalogging, along with if you plan on tuning your own car, will make it a little easier to tune it. i like it just for the feature that when I end up going boost, it has a loadout for 3 parameterst o monitor, which I plan on monitoring boost, EGT and most likely use the third one to switch between multiple items (LT and ST fuel trims, IATs and I'm hoping I can tap into the fuel sensor and change it to flex fuel, so I may end up creating my own flex fuel kit for it, to measure the amount of ethanol).

In regards to tuning yourself, they do offer the software (I haven't bought it yet, but I plan on it). The flux2 will measure the amount of meth/nitrous left in the system to adjust in case for some reason it would happen to get below a certain level, and will adjust the tune accordingly.

I do not believe that the flux2 can act as a wideband, but I don't see any reason why you can't hook the wideband into the system and have it monitored and adjusted through the flux2. I plan on running an aem uego on mine.

flex fuel is much more than just measuring ethanol content. its actually multiply tables that compensate on a linear scale for cranking, overall fueling ignition based on the sensors output. the ecutek software actually has some larger maps in excess of 20x20 to do this in a proper manner.

[FA20Club.com]

Originally Posted by dwx

Ecutek has support for fairly robust boost control. I don't know the hardware setup but I'm assuming they are controlling a solenoid with the upgraded MAP sensors people are running. The Crawford BRZ uses the built-in boost control. The Ecutek boost control for factory FI cars is very good and has per-gear boost control, etc. and they can apply the same logic to the BRZ, but it would require some kind of ouput and I don't know how that is accomplished.

I read through the Unichip install docs and it intercepts the MAF, Crank Position Sensor, and Throttle Position Sensor. There have been good gains to be had from controlling the VVTi system which I don't know how the Unichip might accomplish?




I would agree with this. Even though I have an Ecutek tune, I'm not a fan at all of the way it all works. Even though your ECU is no longer "locked" like it once was, a license is still tied to an ECU forever. I can sell my dongle and cable to someone so they could use my tune but they still need to shell out $200 for a license.

The boost solenoid is controlled by the original purge solenoid circuit for the charcoal canister

[xcelir8brz]

Unichip -

Out of curiousity, which intake/exhaust combination makes the most power (with CatB and premium fuel 93)? i.e. drop in/catb, airaid/catb, injen/catb, or takeda/catb?

>>
We currently have 17 maps covering the AiRaid CAI, the Injen CAI, the Takeda CAI, drop in panel filters, and a stock airbox. In each instance, there are maps for each intake alone, each intake with a CatB, and each intake with headers and a CatB. All of those combinations have low octane, midgrade, and premium fuel maps.
>>

Ordered system, eagerly awaiting to install and results from question above.

Thanks!

[bakerr6]

Originally Posted by FA20Club.com

flex fuel is much more than just measuring ethanol content. its actually multiply tables that compensate on a linear scale for cranking, overall fueling ignition based on the sensors output. the ecutek software actually has some larger maps in excess of 20x20 to do this in a proper manner.

I agree I think I can do something similar as when I set up a table that would adjust fuel and timing based on the amount of meth I was running at a certain rpm

[FA20Club.com]

Originally Posted by bakerr6

I agree I think I can do something similar as when I set up a table that would adjust fuel and timing based on the amount of meth I was running at a certain rpm

but your table would be stationary the flex fuel is based on adaptive tables. your settings would be just that, based on your meth being on or off. flex fuel isnt on/off its adjusting on the fly based on content of actual ethanol percentage and varying the other custom tables to accommodate. using a unichip will only affect the tables that are presentin the software. even tuning e85 isnt possible by just adjusting the fuel table on this car. ecutek had to provide a set of tables that i can guarantee unichip isnt altering at the moment in order to get the DI system to provide the additional fuel necessary. ecutek allows a ton of tables to be altered to get the most finite tune possible. this isnt always the case with a piggyback. not to mention the unichip cant alter cam phasing right now which is a prime objective with maintain the tq curve in upper rpms. at the end of the day this is a global option that will fit some owners but its isnt going to get you the total control that people like myself seek.

[mach330]

This is good read. I curious in comparison with Ecutek tunes if it's comparible as far as the gains. I love my Ecutek, but this is a better deal if gains are comparible.
Any dyno yet?

Tap'd from my G-Nex

[ScionFrsFan]

How does e85 work? Is it as easy pluging your chip in for a e85 tune, going to the gas station and filling up with e85? I bet its not I'm a newbie when it comes to that.
All I know about e85 is power

[ScionFrsFan]

Not sure if they discussed it but are they going to do a race gas tune?

[Unichip Jack]

Happy New Year to all. Let me catch up on the questions since last night.

What are the advantages of the flux2 besides adding more tunes (5 vs 2 IIRC)? You can divide the Flux2 Display’s functions into two areas…

First, it’s a display… OBD2 codes, engine parametric data display, acceleration calculations, boost display, EGT display, etc…

Second, it’s a switch to change Unichip maps.

Obviously, without the display, all of the first stuff doesn’t exist. For map switching, the only difference between the Standard kit and the Flux2 kit is having 5 maps at the touch of a switch vs. having 2 maps ready to use without reprogramming the Unichip via the download cable.

Does this offer any "auto-tune" like megasquirt does, where you can plug in a wideband, give it a target A/F, and then drive it to have the ECU correct? Auto tune is a god send with standalone computers, but it’s not really needed with a piggyback.

Piggybacking offers some inherent features making an auto tune function for the most part unnecessary… too long of a discussion for this venue, but the big picture is with a piggyback, you always have the OE ECU as a starting point. If you don’t make any changes with the Unichip, the car does exactly what the OE wants it to do. As a piggybacker, you use that as a starting point and only need to make changes from there. A standalone starts off with no data in it and you have to create everything… auto tuning is a big help to at least get into the ball park… with the OE ECU in the loop, you’re already in the ball park when you start… even if you’re adding a big change like a turbo.

The Unichip does have some “learning” functionality to speed things up, but it’s not the same as the auto tune you’re thinking about.

If the question is really about running closed loop AFR in the OE ECU’s normal Open Loop fuel management area, that is possible as long as you provide a 0-5v AFR reference signal for the Unichip to reference.

What setup would you recommend for someone who only needs 2 MAPs (premium and e85 for sake of argument), wants VVTi control, wants to be able to tune them-self, and would like the "auto-tune" feature (if available)? Also is there another sensor one would need when going turbo (upgraded MAP sensor, etc)?

To run two maps, the Standard kit is sufficient.

For end user tuning and VVTi tuning, you’ll need the UniTuner software which gives you access to everything the Unichip can do.

I hit the auto tune question above… not really something to sweat with a piggyback.

For a turbo, you’ll need a MAP sensor… we sell one but you can use any 0-5v sensor if you have one lying around.

If you want to run closed loop EGT, you need a 0-5v temperature probe.

If you want to run closed loop boost, you need a driver (computers can’t move values and need to tell a driver to do it) and a wastegate on the turbo that is electronically controllable. You can either add an external driver to the Standard kit or you could substitute a UniQ+ computer for the UniQ computer that comes with the kit; the Q+ version has 2 built in drivers for that sort of work.

Flex fuel, launch control, flatfoot shifting. In testing, in testing, in testing. All should be available shortly after we conclude testing to ensure everything’s seamless.

Unichip - Out of curiosity, which intake/exhaust combination makes the most power (with CatB and premium fuel 93)? i.e. drop in/catb, airaid/catb, injen/catb, or takeda/catb? Seems like a simple question, but not really one I can give you any data for… from our perspective, our interest in the bolt-ons is strictly to develop calibrations for them and so we don't gather data about which one makes how much power without a tune.

Once they’re tuned, they all make about the same power… or at least the results are within the pull-to-pull noise level variance. For bolt-on parts, making power is about (1) flowing more air and (2) changing the OE ECU’s perception about airflow to trick it into injecting less fuel since the cars all run rich in Open Loop. While all of the parts undoubtedly flow different amounts of air, and all probably flow more than the OE parts, as soon as you bolt them to the car, they all flow only as much as the engine wants… the engine is essentially a vacuum driven air pump and how much air it can ultimately flow is defined by its internal design.

For argument’s sake, let’s assume the engine flows a maximum of 400 g/s… that’s all the air it will ever process unless you either internally modify it or go turbo or SC. If you take a CAI that flows 1,000 g/s on the bench and bolt it up to the engine, the intake will only flow 400 g/s because that’s all the engine wants. For that reason, all of the bolt-ons essentially flow the same amount once they’re installed… so the “flowing more air” part of the discussion becomes moot.

The “changing the OE ECU’s perception” part is what we do… when we build a map for each intake, we optimize the OE ECU’s perception to get the desired AFR. Because all of the bolt-on designs are different, they each differently effect the OE ECU and our maps for each brand are different… but in the end, all of the AFR’s end up being the same.

Since they all flow about the same amount of air, and we optimize the AFR for each, the bottom line is that with a correctly tuned Unichip, they all make the same amount of power.

The key words there are “correctly tuned…” where you get into problems is using the map for one type of intake with a different intake type… in that case, the Unichip's map is set up for the wrong engine configuration and you’ll generally get poor performance.

Just a couple of thoughts about the E85 discussion. What the Unichip can do is probably best discussed by people intimately familiar with what it does and how it works. As I’ve mentioned previously, reflashing and piggybacking are completely different and what one system must or can do to create a capability more often than not has no meaning what so ever in the other system.

The Unichip has lots of adaptive tables available to do what’s needed and every Unichip sold for the past 17 years can do cam timing changes… our standard kit is simply not wired for it for reasons previously mentioned. “Not set up” and “not capable” mean different things. The Unichip can make global changes… but every table in the Unichip is an adaptive table. In fact, you can make global changes to an entire table and then make adaptive changes to that same table if desired. None of our maps, E85 included, are simple global changes.

And speaking of “tables,” if needed or desired, you could have 35 separate fuel tables running in the Unichip… each with over 92,000 unique data points and each referencing different sensors… thing is, if you understand how to make the changes, you don’t need that many. Our maps are not stationary and the Unichip has more than the capability to do it.

Thanks again to all for the questions and enthuiasm.

[ScionFrsFan]

I have heard of bogging with certain intakes (injen) ...if they are tuned with the unichip, you wouldn't experience that anymore right?

[bakerr6]

Originally Posted by ScionFrsFan

I have heard of bogging with certain intakes (injen) ...if they are tuned with the unichip, you wouldn't experience that anymore right?

I wish I could say yes or no, but I don't think I was having that issue with either intake I've used