Paimei

Thanks for your input. Were you able to log the other parameters of FHI\'s knock control strategy to reach your conclusion?

It would have been interesting to see the IAM and learned fine ignition correction on the stock ECU before it was removed. Running 18 psi boost and on the OEM ignition map it must have been pulling some timing. No wonder there was a significant increase in output. Looks like you have a boost spike from looking at the torque curve post mapping?

I have mapped more Power FCs than I can remember and can confirm that the Power FC ECU can control boost without the boost control kit if configured correctly. However on v1-2 applications this limits boost to 1.1 bar. Higher boost control can be obtained by fitting the boost control kit on v1-2 applications. All the boost control kit comprises is a 3 bar map sensor and a 3 port boost solenoid. On V3 applications and above the Power FC ECU can also control boost without the boost control kit up to 1.6 bar. The only limitation of Power FC ECU is that it cannot provide 3D boost control such as the factory ECU can with an ESL board fitted for example. This means that you cannot set boost level per rpm and end up with a flat boost profile. Therefore you cannot taper boost levels with rpm which limits your ability to obtain optimal efficiency from the turbo at high rpms. However most EBCs are also unable to do this except for the likes of the Apexi AVCR in any case.

It is possible to map for low and high octane fuels if using twin boost maps. The boost maps can be switched on the fly via the OEM ECU with a remap with the requisite software patch. The switching is done via a combination of rpm and throttle position. The ignition can be retarded and fuel enriched in the ignition/fuel map in the load cells accessed by the low boost setting for lower octane fuel. I usually set boost around 0.8 bar for 95 octane depending on the application. Conversely ignition can be advanced and fueling leaned out in the ignition/fuel map for the load cells accessed by higher boost setting when higher octane fuel is used. The user needs to be careful that the car is not driven on high boost with 95 octane in the tank of course. The approach is of course sub-optimal in comparison to fully independent twin fuel/ignition maps per the carberry rom or aftermarket ECU platforms. The downside is that with higher octane fuel in the tank you do not gain any efficiency at the lower boost setting.

I can map twin boost maps on most 01-05 WRX/Sti ECUs without using the carberry speed density ROM.

Sorry to hear this. It\'s a worry how many fully alarmed and immobilised cars are being stolen these days.

Is the crack at the same position in the bore as the damage on the piston?

Remember high combustion temps and det are self perpetuating and it does not always manifest as peppering on the crown or broken ring lands. Combustion heat can reach well over 1000 degrees c from det and aluminium alloy cannot tolerate anything like that of course. It would be Interesting to see a picture of the crack described at the top of cylinder and also the head gasket for that bore.

Looks like det to me. I\'ve seen the aluminium on the skirts torched from this before. Make sure you have a properly calibrated ECU for the application otherwise you run the risk of the new build having the same fate.

Hi yes it\'s TD04. I\'m east Auckland in Beachlands if you need any mapping work done. Cheers Alistair

I got mine from pro wholesale

Hi stock boost on the base map of this model is 0.95 bar/13.7 psi tapering to 0.65 bar/9.4 psi at the redline. I\'ve remapped a number of these and with an uprated panel filter, decat or sportscat exhaust and heat range 7 plugs and a custom remap they can kick out 280-300 bhp at the crank on 98 octane. Boost can be raised to 1.35 bar in the mid range giving a lovely thick wedge of torque. Here\'s one I mapped showing power an torque at the wheels.

I tried running without an FMIC ro TMIC when I was experimenting on running on 100% methanol. The difference in spool up was unbelievable but then some of this was attributable to the fuel chemistry rather than the reduction in pipework.

almost as fast as this 6 speed impreza ;-)

Here we go 386 KW/476lbft ATW 2001 WRX Wagon 2.35 CDB @1.9 bar 10% meth GT3582 (non billet) Spec C V7 Heads Factory STI ECU remapped to run speed density FMIC Bosch 44 DW 1300 cc injectors 6 Speed conversion Power measured on ECUTEK Road Dyno (mapped using open source) Built and mapped by me ;-)