Jdm Ecu

[spardikis]

Hey guys.. im sure i have read about this before here on oz honda but could'nt find the thread for the love of me.... Anyways the main difference in performance between AUSDM and JDM DC2R's is how they are tuned right... Is that engine tuning/setup or computer tuning, As i have both a 2000 AUDM DC2R ecu and a JDM one.. they both run in my Brothers DC2R fine but does anyone actually know if the JDM ecu will give him more power?? which one should he run... :rolleyes:

[spardikis]

anyone?

[Chi]

Stick with the AUDM.

Dont think the JDM one will give him more power.

Its the pistons and internals that make teh JDM dc2r more powerful than teh AUDM.

Regardless of which ecu, if its for a engine with aftermarket internals and mods, u still need a aftermarket ecu to get it running smooth or @ full potential.

[Civic Type R]

ok seems i will have to do another 'repost'

here is the dyno test comparing the 3 ECU's i had.
1. Mugen N1 Race ECU - Blue line
2. JDM 98 ITR ECU - green line
3. Civic VTiR ECU - red line

Its also worth looking at the A/F ratios too

http://www.ozhonda.com/forum/attachment.php?attachmentid=1182&stc=1

[VT3C]

looks to me that the stock EK4 ECU does the best job with the more linear power curve and when it hits it's earlier rev-limit it is making similar power to it's 'rivals'.

just shows how the OEM ECU is able to adapt well to mods.. the P2T is much better than the JDM ITR one in terms of a linear power curve.. and the ITR ECU has a better top-end than the MUGEN item.. Mugen ECU obviously set-up for mid-range pull on the track.

very interesting !! would be interesting to see the same comparo of the JDM ITR ECU and the MUGEN item on a stock AUS ITR...

[spardikis]

yeah i guess we could just throw the R on the dyno and try both ecu's...

[BLKCRX]

Remember guys all the above ECU’s have both long term and short term o2 adjustment values that are set by the ECU. You will find if you did 10 back to back run’s of each ECU the air fuel ratio would change quite a bit.. doing back to back run’s and not giving time for the ecu to adapt to its clement and fuel conditions is kinda pointless data.

To me the differences between all those ecu’s are almost “zero” the difference seen on the dyno are just environmental variances effecting the power slight,

Regards James

[Civic Type R]

JAmes, what do u mean ?

How can we test each ecu program on a car's setup then ?

[VT3C]

To me the differences between all those ecu’s are almost “zero” the difference seen on the dyno are just environmental variances effecting the power slight,

whoa.. :eek:

I sure wont be getting you to tune my car then !!!!!

[[stealth]]

lots of fluctuations in those A/F ratios....

[BLKCRX]

The air fuel values in the above dyno sheet are very typical of a Honda computer that has just been reset. The air fuel ratio are very erratic due to the ECU just being reset.
This is absolutely what happens when you plug up a new ECU, and surprise surprise they run lean ! and atypically will make more power.

If you analyses the above graph you will see very little gain between 42KPH and78KPH, and then again between 90KPH and 120KPH The only difference is midrange which is very clear the vtec cross over point is “different” throughout the middle of the power. But none of these ECU’s scream out to be any better, especially in the ways the test was conducted.

The other typical traits you can see if the typical compensation, the Green blue line was “run number 3” the green line was run number 4 and the red line was run number 6. Now I’m assuming the engine was “not” equalized for engine temperature and heat sock between each run, I know the way the Honda computer compensates for temperatures and it will almost always typically run leaner when colder.

The problem with the above tests is its very hard to “control environmental and heat conditions when doing back to back” you simply can’t just plug up a ECU and do one run, and then expect to measure differences, the engine will be “a different temperature” and the ECU will be trying to establish its conditions.

The correct way to test each ECU is to strap the car on the dyno, and leave the car sit there over nite, then in the morning plug up the 1st ECU and warm the car up by driving it on the dyno using a specific warm up sequence. Once the engine temperatures and everything is stable, do 3 full throttle run’s then drive normally again then ramp the car ;)
This last ramp should be your reading. Then power down the car, and leave it over night strapped onto the dyno in 100% the same way. The following day with the car still on the dyno you test the 2nd ECU in the same manner following the same procedure, and again the same on the third day. And even then you can’t control for humidity, oxygen content in the air, and intake temperature, so blah in summary no real honest conclusion can be made from the above data.

Regards James

[ProECU]

whoa.. :eek:

I sure wont be getting you to tune my car then !!!!!

heheh James, thats definately NOT ECU trimming !

[BLKCRX]

heheh James, thats definately NOT ECU trimming !

It most certainly is engine temperature or environmental factors and trimming !! start doing some back to back runs and you most certainly will see “huge differences” been there done that ;)



Regards James

[ProECU]

agree to disagree.

I'd actually agree that im right, but well yeah....

ive been there and done it also!

Dont assume you're the only one researching, just coz you're a reseller of a US product, doesnt mean you develop and research!

Ive done a LOT of research & development, those graphs are most definately not environmental !

[BLKCRX]

eheheh so have I ;) back 2 back test the ECU's 10 run's of each !! normalize the engine, for each ECU then ill believe the difference... pickup one ecu plug it in do a ramp, plug in another ECU is not normalizing the engine or the ECU

Regards James

[BLKCRX]

there most certainly a combination of environmental, engine conditions, engine temperature and ECU difference ! The point I’m making is the difference seen in the graphs are by no means relevant there's floors in he way the tests were done. Re design the tests ;)

[ProECU]

tests were done correctly, leave it alone Jamey Boy

[BLKCRX]

hell no ;) run each ECU 5 times in a row ! then see how the data compairs !!

Regards James

[ProECU]

Jamey...... down boy, woof!

you're missing the point, but at least its constructive discussion, which is more than some blah blah's on this blah.

[BLKCRX]

Jamey...... down boy, woof!

you're missing the point, but at least its constructive discussion, which is more than some blah blah's on this blah.

blah blah LOL

yeah point is ;) differences is a combination of lots of factors.

[ProECU]

naah, not really

the point is that from say 74-90kph, that is most definately not ECU correction.
The tunes are completely different in those areas.... completely !

The rest, perhaps could be correction, but the above region is definately NOT!

just admit it Jamey, you got 0wned, lol

[BLKCRX]

eheh i think you will find i already quoted that 74-90kph is ECU difference ;) just read up a bit ;)

Regards James

[ProECU]

exactly !

its not ECU correction, its a different ECU

[BLKCRX]

exactly !

its not ECU correction, its a different ECU

yes a combination of everything ;) like I originally said

[crxzzR]

clueless ..
baffled..
wow
LOL

[Civic Type R]

so who wants to tune my car ?

[ProECU]

The question should be who do YOU want to tune your car.

[Civic Type R]

The question should be who do YOU want to tune your car.

someone who can tune it properly and know what they are doing :thumbsup:
I dont care who

[spardikis]

ummm yeah, i kinda think both u guys are making valid points, back to the orginal question, if it were up to either of u two, proecu and bckcrx which ecu would u put into the DC2R.. remember it has no engine mods just toda fly wheel and sway bar upgrade...

[ProECU]

i'd need to see some torque graphs before i could comment any further