ECU

The 258bhp was only a projection......due to the set up he has he isnt able to calculate transmission loss so he added 20% which is a very conservative estimate considering the 255 width rear tyres and the UN1 box.
If anyone else is interested in getting the ECU fitted, Jonathon reckons he can easily do it in a week...drop it off on the weekend, get the train home and collect it next weekend Mine cost £740 for fitting mapping and the sensors and throttle pot mount he made......he will beable to do it for less now he has the hang of things.

Probably, as you went for a second lot of mapping too which was £140 odd...

Nice low down lbft figures but surly theres much better to come regards mapping that top end power figure is awful down to 175 bhp at 6k and the tourqe figure takes a masive dip also sure it will have some grunt low down but from mid range up everythings going.
Not trying to knock at all, fingers x that some nice figures across the rev range will come

Not really. What you have to remember is that is the natural torque output of the engine and at relatively low boost. The torque starts high, and smoothly trails off. The mapper could reduce the low end torque so the torque curve is much flatter, and then increase the boost to bring the whole level up again...

But these engines do naturally tail off in power when tuned after 4500, they simply cannot support the airflow. I have a plot of a cammed GTA running standalone and 1.2bar and it made 280bhp at 4900, and then tailed off again afterwards. Didnt make peak torque of 330lb ft though until 4200rpm and had less than standard torque below that...

And as for the midrange being weak, there is not one point below 5500rpm that the torque is not more than 225lb/ft, at 4500 we have 300lb/ft - thats hardly weak midrange!

The torque drop off at the end is probably down to Pete's turbo. If you look, the a/f ratio goes slightly rich at this point too, so he may have had boost dropping off or too high charge temps from the inefficient level. The problem with this engine is it is very reliant on boost pressure and AFR, but as things heat up and you spend longer and longer on the rollers, everything changes.

Im sure if you spend long enough on the rollers you can get exactly what you want, but that involves serious money and time. Its good to map out on the road, and feel the differences made, but obviously, you can't get a power or torque reading from this..

On these graphs is the power curve calculated directly from the torque curve (plus a fudge factor for transmission loss)? If we know the final drive ratios (which we do) we should be able to calculate one from the other.

Power is a derivative of torque related to engine speed after all - I don't think many people realise this.

Nice low down lbft figures but surly theres much better to come regards mapping that top end power figure is awful down to 175 bhp at 6k and the tourqe figure takes a masive dip also sure it will have some grunt low down but from mid range up everythings going.
Not trying to knock at all, fingers x that some nice figures across the rev range will come

6000rpm is pretty much the end of the power curve.....the rev limiter on a stadard car comes in at 6100, and the power does drop off quite suddenly at the end. There is definitely more mapping potential to be had....so far its only had a couple of sessions of actual power mapping and its only running 1 bar of boost. Unfortunately I'm more than out of money (esp. with the re-build) so it isnt going to be going in again any time soon. Low down torque is very handy for the events I do as well.....there are usually a lot of corners to power out of......360lbs of the stuff will do nicely

On these graphs is the power curve calculated directly from the torque curve (plus a fudge factor for transmission loss)? If we know the final drive ratios (which we do) we should be able to calculate one from the other.

Power is a derivative of torque related to engine speed after all - I don't think many people realise this.

Yes, at any point on the graph, take the torque, multiply it by the revs it is at, then divide by 5252, then you have the BHP at the same point, hence why torque and bhp is equal at 5252rpm....

All power plots are worked out this way. You don't need to work out the final drive ratios.

Horses for courses ..........
No point mapping Peters car for the strip is there

Ive just been going over some of the previous plots (the 338lb/ft) one, and I have just realised that this particular run is AT THE WHEELS.

Peter's last plot made 377lb/ft expected with 20% losses at the flywheel, and made just over 301lb/ft at the wheels (measured), but one of his previous runs was 338lb (measured), which works out roughly to just over 420lb/ft at the fly...(though it is a 'percentage'..)

Ive checked it twice and thrice and its definately correct, so it made more torque at the wheels previously at 3300 than now, but less from 4000 upwards...

Yes, Ive just had another dyno plot of Peters car with the CC but with the standard ecu and it previously made 225lb/ft at the wheels, where as with the new ecu, it has made 338lb/ft at the wheels at the same boost pressure, so that it over 110lb/ft increase just through the ecu and remap alone...

Happy days Good gains for less than £1500 all in! (ECU, fitting and mapping)Now I just need the parts to do the engine re-build!!!

There allways seems to be some niggley bit to fix on these cars.

I'm waiting on a pair of electric rad fans, then I can tie the bumper back on. There will be a working Renault/Bosch unit up for sale when the electric ones are fitted.

£1500 that seems epensive when you consider i paid about £600 for the dastek and boost controller all fitted but time will tell if its bang for bucks when the bigger injectors get fitted

this thread and the data it truly facinating, probably more so if i understood any of it , now i've had a few glasses of posting water, i'm wondering, do you get the raw data or just the graph when taking your car on the RR? I figure that there could be much more information to be had once factoring in your cars quirks and set up

Far more than just graphs ,mostly telling you whats wrong with your car and how much to put it right

£1500 that seems epensive when you consider i paid about £600 for the dastek and boost controller all fitted but time will tell if its bang for bucks when the bigger injectors get fitted

Half that cost is mapping....its why you wont have the cost, because the Dastek doesnt really map nor will it get you the results. They fitted and set up both your boost controller and Dastek in a day (it took 2 days to map my ECU for power).....that should tell you something! Quick fixes rarely work.