ECU

Glad to hear everything went well - very interested in getting hold of the .ecu file so I can maybe get Tony's running the flywheel instead of the sttached trigger. Admittedly we never tried the twin turbo on a stock flywheel - it would have been a lengthy experiment to find out it wouldn't work (and Dave told us it wouldn't).

Spent Wednesday mucking about in it too. The basic map created for normal aspiration was put into Rapid Learning and we took it out for a spin with "new" turbos. Wednesday was the hottest July day since records began... Very glad we calibrated the air temp sensor because the inlet was reading 80 degrees C at a bar of boost. I think we'll have to move that intercooler!!!

I can also confirm the boost limit function works well, if a bit violently!

Unfortunately we killed the right turbo which is now smoking like a bar steward but before it died, we were getting boost progressively from 1200rpm upwards. Vety nice...

Martin

Bum - forgot to mention that the connector problem turned out to be the necessity to bush them VERY hard into their sockets. So hard that it's nigh on impossible to remove them again, but no intermittent problems after that.

Martin

........ the inlet was reading 80 degrees C at a bar of boost. I think we'll have to move that intercooler!!!

Get a Charge cooler installed, you will reduce the inlet air temps buy a nice 30 degrees, even on the very hot days.

Remind me, what sort of temp does a stock GTA hit on the inlet?

I am measuring the temp on the output from the Intercooler, which is just a straight run from the throttlebody. Before the CC was installed I could see as much as 72 deg C, This is at the top end of 3rd, by which time I guess the IC is having some air pulled through it by the vacuum behind the car. Now I can only get it up to 42 and this was in the last fortnight so it has been hot ambient temps.

I did this test on the same day, on the same strech of road, going up hill so I was on boost all the way for quite a while.

I understand each degree is the loss of about 0.8 hp. So not only am I no longer loosing 24hp, the ignition is not retarting as soon. YES, you can really feel the difference.

I saw 80 centigrade on a summers day on a rolling road a few years back. My chargecooler never goes above 40 - about the same as a hot bath!

Well its done....sort of! It now has 333lbs of torque at 3000rpm but the power is not up on the old ECU....but it now comes in at 3000rpm...and thats on 1bar of boost. The guy at the RR says its down to the current heatwave, he has had trouble getting it mapped because of the the heat. I am going to collect it tomorrow morning and will probably take it back when normal Cumbrian weather resumes whenever that might be! He said on the road it will feel a hell of a lot quicker because the torque and power are coming in from 3000rpm and the torque is so much higher than previously. He said the power curve is virtually flat until near the rev limit.
It will be interesting to see how it feels!

Sounds good, i'm sure there are many who would like to hear how it drives now.

All sounds very interesting. You say it now come sin at 3000rpm - is this a stock or uprated turbo? Winding the wastegate tighter will result in a marginally lower boost point.

Oh I'm totally sold on chargecoolers - always have been - but the twin turbo is my friend Rich's car so it's up to him if he wants to plonk the cash down.

Any chance of the .ecu file? (pretty please with sugar on? Also how did he get the idle working?

Cheers

Martin

[stephendell]

Is there a power plot you can post for us?

Will hopefully get a power plot tomorrow when I collect the car. Not sure how I would get the software....not good with that type of thing, but I know David is going to ring him and grill him about the flywheel trigger thing and the idle setting.Have had a further crack with Jonathon...he is going to send me the files so I should beable to pass them on.
The problem with setting up has been because the air temp is about 25+ during the day and inside his RR 'cubicle' it is 30+ and rising with every run. He has had trouble getting consistent figures to know how changes are effecting the car....he isnt happy to run it on more than 1 bar at the minute because of this....so it looks like I will have to go back later....probably not til winter now due to the money....and the wedding and races!

Will hopefully get a power plot tomorrow when I collect the car. Not sure how I would get the software...

When you have your laptop plugged into the ECU, all you need to do is a File -> Save As and save it somewhere. Tiny little config file basically with a .ecu extension.

In other news, Tony's coughed a few times earlier today so getting veeeeeery close to firing, I reckon (just the idle to sort out, hence my interest!). Basically the Adaptronic does not natively support the 3 pin idlespeed motors we have on the both the DeLorean and the GTA. The D is blessed (?!) with a standalone idle control box meaning I didn't need to do anything on the twin turbo ther than give it the ignition signal and lengthen the lead a bit, but the GTA's all done by the silver box

Martin

Yes, Ive spoken to John at the dyno, and he says more power is available if he can get the ambient temps more favourable. Now is not the best time to be mapping a car, especially regarding the time it takes and the heat that builds up..

The ecu couldnt work on the existing Renault trigger pickup previously as the software wouldnt allow it. Its only now with conversing with the manufacturer that he modified the software to allow it to work with his strange trigger pattern. This has now opened it up to work easily with other Renaults such as Clios, R21's

It also works with the factory idle speed control valve, idling at 800rpm..

This was using a straight plug in loom, with no modifications other than changing the throttle pot and running a higher spec map sensor and Pete going for larger injectors. All factory ignition system was retained, relays etc...

Its going back in next week (providing the normal weather has returned...lets hope so because apart from the ECU being awkward there are f!*king morris dancers outside on the village green now.....bring on the rain ) to sort out the higher rev band.
Having driven it this morning, its very smooth and revs like mad with good low end torque but it feels flat at the top end by comparison.

Sounds like an ideal candidate for some intelligent boost control at high rpms - knock it up to 18psi fora couple of seconds over 5000rpm for eg. All you need is a control valve and a bit more wiring, the ECU does it as standard

Martin