Unichip map downloads and tuning

[Unichip Jack]

Yes, it works great with the overpipe and highflow cats... just add "All CatB" to the appropriate intake (or lack thereof) and you're golden.

R&D… lots of calls from lots of guys chomping at the bit, and love the enthusiasm. I promise we’ll get maps out as soon as possible. It takes time to put on and take off the various parts, time to build the calibration, and time to validate the calibrations by driving around for a few days. Doesn’t help when the roads are icy… in the end, you guys will be way happier we spend some time polishing things instead of rushing them out the door.

Next for release will be the Perrin CAI map “family” which should be finalized and posted next week.

We’re also finishing the fuel in and fuel out maps and will get those posted as soon as they’re all complete and reviewed.

Defeating emissions systems… for guys wondering why we don’t release maps with all of the things the Unichip can do, here’s a quick, interesting read… http://news.pickuptrucks.com/2013/01/epa-says-dont-touch-paticulate-filter.html… every time you read “particulate filter” think “catalytic convertor.”

Member’s special pricing… last weekend and we’ll throw in free ground shipping – prices go back to retail on 1 February. Remember, you can program newly released maps anytime you want if you have the kit…

Cheers

[SubieNate]

@Unichip Jack

I've heard rumors that were confirmed in this MotoIQ article that even with an EcuTek tune the car would dial back the power significantly if it didn't like something about the fuel/conditions/phase of the moon.

http://www.motoiq.com/magazine_artic...strations.aspx

Would this be any different with the piggyback or would the car's ECU still be able to make such huge adjustments?

It may be that these adjustments are necessary, but I've heard of torque limiting ECUs on certain Lexuses that let you tune the engine but after a while it relearns itself back to practically stock power levels.

Thanks!
Nathan

[Unichip Jack]

SubieNate – thanks for the question… lots of guys ask the same thing. Unfortunately, the article doesn’t offer much insight… there’s no “mystery” involved.

There are several things happening, and while they all affect power they don’t really have much to do with each other. If you don’t understand them, you’ll end up chasing your tail and wasting your time.

The first is good ol’ science… physics, thermodynamics, and chemistry. You may not feel it, but it’s always happening and there’s nothing anybody can do about it.

For example, as Intake Air Temperature (IAT) increases, air density decreases which means on a hotter day there’s less air in the combustion chamber, which means less fuel is used to get the optimum AFR , which means less boom… etc…

Unfortunately, the article doesn’t address anything about conditions so there’s no way to know if that car actually gained or lost power. If the IAT temperature was higher when the car made less power, the car may have been making less power or it may have simply been the temperature… and vice versa.

Science is science. It’s pretty absolute, it’s always there, and you can’t do anything about it but if you don’t understand/consider it, you might throw a bunch of money at nonexistent problems.

Note – you get a double whammy here because the OE ECU also changes what it’s doing when conditions change… for example, when IAT goes up, not only is the combustion chamber mixture less dense, but the ECU commands a richer than optimum AFR to create a cooler burn (which reduces power) and run less ignition advance (which also reduces power) to protect the engine.

Torque limiting is completely different… it doesn’t happen one day and not the next like the article’s “mystery.” Torque limiting is an engineering solution to protect drive train components or to keep guys from killing themselves.

The “mystery” has several names… adaptation, normalization, and learning… all OBD2 compliant vehicles do it… by law. The 86 does it, as does every gasoline vehicle sold in the US since 1996. To keep this post reasonable, check out this FAQ link… http://www.unichip.us/265-faq-ecu-learning.

Adaptation happens gradually over time/miles and the reason power decreases over time is because the initial tune incorrectly accounted for adaptation. The chances you’ll go get a tune that will correctly account for adaptation in one dyno session are about zero… regardless of the tuning system involved. To make a good calibration, the tuner creates a calibration, then drives the car for a few days so it adapts. Then he refines the initial calibration to account for the observed adaptation and drives the car for a few more days. Then repeat… and repeat… until he’s correctly accounted for the adaptation and has stable performance. In the end, with a good tune, you get repeatable power. The key isn’t the tuning system, but with the tuner’s understanding of the vehicle’s adaptation schemes and how much time they take making the tune.

This is why calibrations take time. The initial tune for a specific bolt on configuration takes about an hour. The final tune won’t be done for maybe two weeks… during which there may three or four hours of actually “tuning...” the rest of time is driving to let the car adapt. Do it right and you get gains that are stable for tens of thousands of miles. Do it wrong, and while you’ll get gains the first day, they’re likely to be gone in a week.

As a final thought, adaptation is good and you want your car to do it… you really do. It’s what enables your car to start every morning, and get 35 mpg, and accelerate well, and drive nicely, regardless of how many miles it has.

You just need to know your EMS was designed with that adaptation in mind… all of our maps are.

Cheers

[ScionFrsFan]

Nice write up

[pixel67]

I originally posted this in their classified thread but this may the more appropriate place for it. Maybe this has already been asked but i can't find it...

What is up with the dyno plot?

http://www.unichip.us/system/uploads...R-S%20Dyno.pdf

The stock pull shows the typical plot crossing of hp/tq at 5252 rpm that we always see, however the unichip pull shows the hp/tq crossing at 5700. What is up with this? I don't recall ever seeing this in other dyno plots (exhaust, tune, FI) and am curious if it is an error or my inexperience with how this unit works.

[Unichip Jack]

Good eye… however, it’s neither an error nor something unusual with the Unichip. The equation relating bhp to torque has a constant of 5252 in the numerator and rpm in the denominator so torque is always greater than bhp below 5252 rpm, they are the same at 5252 rpm, and bhp is greater above 5252 rpm… if they’re plotted on the same scale.

Like most dyno graphs, we plot rpm on the horizontal axis and bhp on the left vertical axis, but we have a different scale for torque on the right vertical axis. On this chart, the bhp scale is from 20–220 but the torque scale is from 100–180 lb-ft.

It’s just so happens the selected scales cause the stock bhp and torque curves to cross near 5252 rpm… looking carefully, you’ll also see the stock bhp and torque lines cross each other three times… that can’t happen in reality and is also because of the different scales.

If anybody wants a more detailed explanation of the relationship between bhp and torque, check out http://www.unichip.us/263-faq-torque-and-bhp

Cheers

[Nardi330]

Does flux2 shows oil temp thru OBD2?

Thx

[ScionFrsFan]

jack, do you think changing out the front pipe and keeping the rest of the exhaust stock would provide a jump in power if tuned to all cat? Do you think its worth it?

[Sojhinn]

Originally Posted by ScionFrsFan

jack, do you think changing out the front pipe and keeping the rest of the exhaust stock would provide a jump in power if tuned to all cat? Do you think its worth it?

In my limited experience it looks like the front and over pipe are the two parts that are restrictive. However I got an awesome deal on a catback and front pipe that I couldn't refuse.

So I ended up with the invidia front pipe and the q300 catback. In a few months ill replace the over pipe as well. If you want to know the price pm me and I'll get you in touch with the company.

I'll be installing those sometime this week when I get them.

[ScionFrsFan]

is it possible you guys will have a tune that can run e85 and 93 octane I guess flex fuel with out having to get the flex fuel kit....lol im not sure if thats possible?

[Unichip Jack]

Looks can be deceptive, but the key is always identifying and replacing the most restrictive component involved in the flow.

From the opening of the intake to the tip of the exhaust, the entire intake, engine, and exhaust are a vacuum driven air pump and the maximum amount of air that pump can move is set by the most restrictive component… if you find and replace that component, you get an increased flow.

If, however, you replace a component – even if you increase that component’s capability – but it’s not the most restrictive component, the pump’s capacity remains unchanged.

If an exhaust change does increase the overall flow, the “All CatB” maps are designed to correctly compensate for the increase.

Cheers

[Unichip Jack]

R&D update… we’ve completed our Perrin CAI maps and should get them posted tomorrow. Two new CAI’s on their way and as soon as we get them we’ll get the maps built and posted.

We have also made great progress on our Fuel In and Fuel Out maps which are being reviewed this week and should be posted by the end of the weekend.

As always, if you have a MapsQ Download cable, all of the maps are yours any time you want to load them up.

ScionFrsFan… e85 and 93 octane – yes and no. You won’t have a single map for both fuels without the Flux Fuel kit; however, you could certainly run a 93 octane map in the Main Map Set and an e85 map in Map Set 2 and just flip the switch to change between them. The only thing you’d want to do is run the old fuel essentially dry and then fill completely with the new fuel so the fuel is correctly matched to the calibration. Obviously, the beauty of the Flex Fuel kit is that the map does adapt automatically…

Nardi330… Oil temp is one of the additions in the next firmware update (free update for anybody with the kit)

Cheers

[ScionFrsFan]

Originally Posted by Unichip Jack

R&D update… we’ve completed our Perrin CAI maps and should get them posted tomorrow. Two new CAI’s on their way and as soon as we get them we’ll get the maps built and posted.

We have also made great progress on our Fuel In and Fuel Out maps which are being reviewed this week and should be posted by the end of the weekend.

As always, if you have a MapsQ Download cable, all of the maps are yours any time you want to load them up.

ScionFrsFan… e85 and 93 octane – yes and no. You won’t have a single map for both fuels without the Flux Fuel kit; however, you could certainly run a 93 octane map in the Main Map Set and an e85 map in Map Set 2 and just flip the switch to change between them. The only thing you’d want to do is run the old fuel essentially dry and then fill completely with the new fuel so the fuel is correctly matched to the calibration. Obviously, the beauty of the Flex Fuel kit is that the map does adapt automatically…

Nardi330… Oil temp is one of the additions in the next firmware update (free update for anybody with the kit)

Cheers

Guess my next question is how close till e85 and what do you mean changes to timing in and out...how are they different to the ones out now? Thank you lol

[Unichip Jack]

The Fuel In and Fuel Out maps are similar to the Timing In and Timing Out maps in that they will run about 0.5 AFR lower (Fuel In) and about 0.5 AFR higher (Fuel Out) for cars that are either a bit high or low with the Fuel Standard map.

For any given bolt-on configuration, you’ll have 27 different maps to optimize your specific vehicle and for the fuel you’re using. For detail, check the maps thread, post #4… http://www.ft86club.com/forums/showthread.php?t=26134

We’re working the e85 and will release the maps as soon as we’re happy with them.

Cheers