![]() ![]() ECU is expensive so is paying professionals for tuning. Why do people not use this method to tune?Ĭost. This method of tuning is the most effective and considered to be the only way to properly tune the Mazdaspeed Protege engine to its potential. Megasquirt and AEM are also used but in smaller numbers. Haltech continued the support in the current newer Elite ECUs. Early F10/F10X/E6X ecus were supplied with various Protege turbo kits from now defunct brands.Ĭrossover Auto Performance supplied Haltech with the crank/cam/fuel/ignition triggers and mapping to be programmed in their Platinum Sport1000/Sprint500 ECUs that are now discontinued. Why? There were more shops like ours using them. It is left plugged in to keep the CEL from lighting up. The MAF sensor is no longer used and can be tucked away. You also run an MAP sensor, usually 2.5 or 3 bar. This means the factory PCM is left in place to keep the dash functioning while the stand alone is wired in to control fuel and ignition only. Most people run these in parallel to the factory PCM. We have found and read the tables but are unable to decode what they control. We welcome anyone who seriously has the ability to do so to contact us. People assumed it was the same as a Ford binary but it is not. No one has been able to properly define the binary file of the factory calibration. The SSFTC AEM FIC intercepts the crank signal to alter timing retard only. We are still able to tune the GP series Unichip but not the latter model Q series. The Unichip wasn’t available for end user tuning either. You will fry the PCM and coilpacks if done improperly. There are a bunch of dip switches on the E-manage that need to be set properly with the ignition module. No piggyback listed can effectively control ignition advance except for the Unichip and maybe the E-manage if you can get it to work to begin with. No piggyback system can fix this inherent tuning flaw of the factory MSP PCM. It switches between 30 rpm based off the throttle position and calculated load. The open/closed loop switch over point on the MSP PCM is calibrated poorly. The MAF needs to be rescaled and no piggyback can do it properly on this PCM. Also, the piggyback can only trick the MAF voltage a certain amount to pull so much fuel. What this means is that during warm up or idling the PCM is dumping a ton of fuel and having to self adjust within the closed loop mode. Piggybacks have no way to control or alter these tables. The base fuel tables are off these scaled calibrations. The base PCM calibration has a set MAF scaling and injector scaler. It works to an extent on stock injectors but it gets messy when you add higher flowing injectors. They all modify the sensor signals going into the PCM and trick the sensor voltages so the PCM adjusts fuel and timing if applicable accordingly. ![]() Split Second AFC, Split Second FTC, Unichip GP and Q series, MPI Tuner modified version of Perfect Power, Greddy E-manage, AEM FIC were known used piggybacks on the FS Platform. The MSP Mazdaspeed Protege PCM (aka ECU) uses a Visteon PCM from Ford Motor Company and uses the EEC-V PCB architecture.ĭuring the 2000s piggybacks were commonly available and some were used in the years shortly after the MSP was produced. ![]()
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