Started by JB21, November 3, 2022, 08:14
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Quote from: shnazzle on November 3, 2022, 08:26I still think vtec and 2zz have the weirdest dyno plots. It's be so much nicer if they found a way to bring the 2nd cam lobe in more gradually instead of which this weird artificial bump.I can see why big power builds do away with it entirely and just opt for a single cam profile.
Quote from: shnazzle on November 3, 2022, 08:26I still think vtec and 2zz have the weirdest dyno plots. It's be so much nicer if they found a way to bring the 2nd cam lobe in more gradually instead of which this weird artificial bump.I can see why big power builds do away with it entirely and just opt for a single cam profile.Nonetheless, very interesting plots confirming that the JDM ecu is better for this setup.
Quote from: JB21 on November 3, 2022, 08:30Chris at EFI said exactly the same. He said this engine would really benifit a standalone ECU and remap, to do away with that kick at 6k rpm and smooth it out.
Quote from: thetyrant on November 3, 2022, 09:44Interesting results and good to see a proper back to back on same dyno, same day etc. What fuel was in it our of interestRegards the vtec/vvtli aggressive shift its got to be like this due to physical limitations of the way it switches cam profile its not an electronic thing, if you delve into how the vtec/lift etc works you can see why its like that.Using an aftermarket ecu wont help this unless you fit a high lift cam and disable the vtec/lift and try and map around the high lift at lower rpm which is what the big power turbo honda vtec guys do, you can of course retain the dual profile lift setup and adjust its engagement point but as im sure honda and toyota have spent millions on finding the sweet spot there wont be much gain without a lot of internal mods or using a power adder like turbo etc.If you want smooth cam profile switching then look at the BMW valvetronic system on N52 and other engines and way that works, very clever
Quote from: Zxrob on November 3, 2022, 15:57PhilAre they crank or at the wheel figuresRob
Quote from: JB21 on November 4, 2022, 15:59Our American friends aren't having this back to back comparison as a fair test, as they're saying the JDM ECU which ran last with zero road miles on it to learn the sensors parameters is not showing a correct dyno plot 🤷It mirrors the UKDM ECU for the most part, peaking higher mostly at the top end.https://www.spyderchat.com/threads/corolla-fielder-2zz-jdm-ecu-v-corolla-t-sport-ukdm-2zz-ecu-dyno-results.160204/#post-2188913
Quote from: threepot on November 4, 2022, 16:38I've looked at the eeprom data from these ECU's and there is no stored learn/calibration/trim data.They do not even store the fault codes between key on / off cycles.Literally the only thing possibly stored in this generation of Toyota ECU is the immobiliser code which typically sits in the first 6 bytes of the eeprom, and the VIN number which can be programmed into the next long block, but most are not programmed in.Most of these ECUs which are from non immobiliser bases cars e.g. JDM cars do not even have the EEPROM on the PCB, so have zero save space even possible.But they do have the complete the readyness test for one full cycle before lift will engage, and from the dyno plot it is obvious we certainly have lift!If there were some LTFT/STFT values in operation then they would get wrote back to the eeprom like in other Denso ecu platforms, likewise for TPS high/low points etc.Calling it invalid is fricking forum know it all mob idiocy.I posted something on spyderchat last week, and basically got told what I was doing was impossible. I can't be arsed with the fight. Forums are bordering on toxic nowadays.I do think the MAF housing and exhaust manifold will have the greatest effect on the ARF's though, after all the calibration was created for the stock celica/corolla manifolds and induction pipework.