Whats the crack with measuring air temp then?

i must add this ISNT ECUTEK


Yes a Air Temp sensor will be fitted in the intercooler costing around £11

Im awaiting the deatails

Are you going to mention the lack of knock control on this ecu rom and the risks involved as a result ?

Fairly important issue and something I wouldnt want people to overlook in the rush for mafless on this experimental rom

we any further forward with this being confimed yet?

heres what locky is running in his

Here are some details of the ROM file I have been developing for all MY01-05 WRX and STi ECUs. I hope this answers most of the questions anyone may have regarding this new capability. I have put a lot of time and effort into testing this setup and would not be offering it unless I was completely satisfied that it was suitable for general use. I have still to verify all the compatibility issues especially with WRX ECUs but this will be done this week hopefully.

Initial pricing will be £320 plus parts, I intend to offer package prices including all sensors and switches, these are still TBC but I am aiming at around £450 including 3 or 4Bar MAP sensor, AIT sensor, clutch and feature switches.

Essential Features
==============
* Speed Density instead of MAF based (see note 1)
* Retains all OEM features - Start, Idle, Knock Control, Closed-Loop Fuelling, CEL functions.
* Flash Check Engine Light in the event of ECU applying knock control.
* Per Gear Wastegate and Boost Target compensation.
* Target Boost and Overboost fuel cut maximums increased to 4bar absolute (see note 2)

Additional Features
==============
+ 2 full maps (Fuelling, Ignition Timing, Boost Control and AVCS) selectable via switch at any time.
+ GpN Style Anti-Lag enabled/disabled via switch, throttle kicker support including rotational idle (see note 3)
+ Launch Control - optionally enabled/disabled via switch
+ Intelligent Flat Foot Shift (see note 4)

Notes
====
1. AIT Sensor - Speed Density systems uses Manifold Pressure, Engine Speed and Air Temp instead of Mass Air Flow to calculate fuelling and ignition timing, whilst it is possible to use the IAT sensor built into the OEM MAF it is better to replace this with a Charge Temp sensor somewhere between the intercooler and throttlebody, if you wish to remove the MAF housing completely then this is essential.

2. MAP sensor - Unlike the standard ECU where the MAP sensor is essentially only used for boost control and overboost fuelcut, in a speed density ECU it is absolutely essential that accurate Manifold Pressure is measured and the limits of the MAP sensor and/or ECU are not exceeded. The standard ECU is limited by software to only read manifold pressure to 2.72bar absolute and the actual MAP sensor fitted on top of the Inlet manifold only reads linearly to either 2.5bara (Pink Label) or 2.8bara (Blue Label), additionally there are limitations on the use of aftermarket MAP sensors, for example a GM 3Bar sensor can't be configured to read lower pressures (ie vacuum) correctly and will result in a 1200-1300RPM idle speed!
This new ROM overcomes all these issues by allowing the ECU to read manifold pressure and control boost to 4bar absolute and use virtually any 0-5v MAP sensor. I have thus far verified the following sensors:
- OEM Pink Label (2.5Bara)
- OEM Blue Label (2.8Bara)
- OEM Hawkeye (3Bara)
- 3.5Bar AEM
- 3Bar GM
(3Bar and 4Bar OmniPower sensors are awaiting testing)

3. Everyone loves antilag However, this implementation isn't just pops and bangs, it generates a lot of additional heat in the exhaust and can damage turbos, also remember that all MY01-05 EDM and MY01/02 JDM cars have an oxygen sensor and possibly an EGT sensor in the exhaust manifold which ALS could easily damage. The solution is to move the Lambda (and possibly EGT) sensor to the top of the downpipe. I will NOT activate ALS on any car that still has sensors pre-turbo.

4. Flat-Foot-Shift or No-Lift-To-Shift allows you to hold the throttle open whilst changing gear gear with the ECU taking care of reducing the engine speed rather than running away to the rev limit. In this setup the ECU 'knows' the gear ratios and current gear allowing it to calculate the correct RPM for a seemless change into the next gear, again it uses quite aggressive fuel and ignition cutting techniques to achive this. Holding the throttle open during gear changes is similar to launch control in that sufficient gas flow and exhaust temp can be maintained to keep the turbo spinning, resulting in less lag. A clutch pedal or gearstick pressure switch is required for this to work correctly, the easiest solution is to use the clutch switch from a later DBW car as these bolt directly into the MY01-05 clutch pedal assembly.



Prices for group bookings will be less, supply of your own switchs will be even less..

Happy reading

So is Andrew Carr coming up on the 10/11th for a mapping session or not?

Nothing m8 am still no further forward

I said to Gav yesterday andrew was letting me know today, Ill confirm and start a new thread tonight when he calls