Before calling steve knight i thought i would see if anyone knew anything about the tuneability of the stock ecu using the EvoScan software etc So im not wasting his time.

Im not talking about adjusting fuel etc

More like coping for bigger injectors, adjusting timing etc

I know alot of piggyback ecus have a +/-20% on injector sizes/rates, does the stock ecu have this?

What about retarding timing higher in the rev range etc?


Please dont fill this thread with crap, only facts and things you know for sure

Before calling steve knight i thought i would see if anyone knew anything about the tuneability of the stock ecu using the EvoScan software etc So im not wasting his time.

Im not talking about adjusting fuel etc

More like coping for bigger injectors, adjusting timing etc

I know alot of piggyback ecus have a +/-20% on injector sizes/rates, does the stock ecu have this?

What about retarding timing higher in the rev range etc?


Please dont fill this thread with crap, only facts and things you know for sure

Supposedly he can tune the car for anything, so long as it sticks to the N/A design.

how come he cant do FI? from memory you need to retard the timing as you get higher in the rev range to cope? Thats my biggest issue as many piggybacks cant do this. If possible i would like to stick with the stock ecu using DOHC and later on down the track. Only issue is the coilpack setup which will ruin my ideas. But for others this is still going to be useful info!


i see jasons vrx floating in this thread, please post up what you know mate!

Before calling steve knight i thought i would see if anyone knew anything about the tuneability of the stock ecu using the EvoScan software etc So im not wasting his time.

Im not talking about adjusting fuel etc

More like coping for bigger injectors, adjusting timing etc

I know alot of piggyback ecus have a +/-20% on injector sizes/rates, does the stock ecu have this?

What about retarding timing higher in the rev range etc?


Please dont fill this thread with crap, only facts and things you know for sure

The stock ECU can be scaled (in m/s) for larger injectors (as we have done with mine) also there is a timing retard function that will retard the timing when the temp sensor in the airflow meter reads a high temp (this function was only used on the TJ ralliarts BUT is able to be switched on any TJ ECU) the amount of retard and the temp that it happens is adjustable.

so in your opinion jase it would be possible to run a turbo setup using this ecu setup as you can retard the timing appropriately? This is big news for magna owners if it can be tuned to that amount!

Thing is he needs the ECu to be able to send out 3 ignition signals to the coilpacks (moreso the ignition module)

like i said to you just then paul, doubt its going to be of use to me with the DOHC heads etc

But for those sticking with the SOHC it could be of interest. Cuts alot of the cost off a low boost turbo setup, provided that you can set everything else up accordingly

What other parameters are available for adjusting guys?

sounds alot like the hondata setp the honda guys have got happening where everything can be easily edited

so in your opinion jase it would be possible to run a turbo setup using this ecu setup as you can retard the timing appropriately? This is big news for magna owners if it can be tuned to that amount!

Speak to steve regarding turbo setup and ECU compatability.

I have spoken to him before about it but only very briefly. He did say that if the SC/TC drew thru the airflow meter (the bullet SC setup "blows" thru the airflow meter) then there was scope to use the timing retard function in the way you described. There are many functions that MMAL didnt use within there ECU's (the ralliart magna did open some of those functions up for use though)

Steve can access all of the parameters within the ECU. TJ onwards units are more user friendly though (hence why i have one in my car now)

alright, i will give him a call tmoz, have a few things i wanted to ask him, but theres no point flooding him with questions we already know about hence the reason for this thread.

I will post up my findings when i know more :)

alright, i will give him a call tmoz, have a few things i wanted to ask him, but theres no point flooding him with questions we already know about hence the reason for this thread.

I will post up my findings when i know more :)

No worrys. He knows that i answer most magna ECU questions for him, to which he is greatful for, saves people calling him asking the same questions over and over lol

You have some good questions though regarding "forced" induction, so calling him is the go

hmmm i am looking at getting the exhaust setup done (which you helped with some answers before Jase, but in light of what you are saying, would I be better to get a TJ manual ECU? I am not going to be doing any major mods...

oops double post!

poita, the only reason i was saying about the TJ+ ecu's is because they arent hexidecimal anymore, they are words and values (afaik) so its easier for the tuner

hmmm i am looking at getting the exhaust setup done (which you helped with some answers before Jase, but in light of what you are saying, would I be better to get a TJ manual ECU? I am not going to be doing any major mods...

Your TH ECU will be fine. As said before, the TJ onwards ECU's are easier for the tuner to work with (programming wise) and seeing as you will only be doing minor mods, id stick with the one you have.

No worries, thanks for that! Just thought if it was easier for Steve and I could find one cheap enough it might be worth doing but I don't think I will worry then.

where is this myth coming from that TJ+ ecu's arent hexadecimal anymore? yes that are.... as are the evo7/8/9 ecu's of the same vintage... there not plain text...

they need to be reverese engineered exactly as the TH magna / evo 5/6 ecu's need to be...

where is this myth coming from that TJ+ ecu's arent hexadecimal anymore? yes that are.... as are the evo7/8/9 ecu's of the same vintage... there not plain text...

they need to be reverese engineered exactly as the TH magna / evo 5/6 ecu's need to be...

The software steve knight uses shows up the TJ onwards ECU as needing numbers only on the step points (eg 28degrees timing at 3500rpm comes up as 28 and if you want to make it 30 then its just a simple click on 3500rpm point in the timing map and change the 28 to 30 in NUMBER format, where as the TH and earlier come up as numbers at that particular rev point BUT to add say 2 more degrees timing (to say 30), the number needs to be changed to hexdecimal and then put it into that particular maps rev points.

Ive seen it and done it on my car with steves setup and the later TJ ECU's are easier to play with (as ya dont need to use a calculator to convert stuff)

Gremlin i reckon YOU should call steve and chat to him directly about the coding setups.

I guess what im saying is the maps for all the magna ecu's come up as easy to read "pages" but the TJ onwards are easier to change points within the maps as they are exactly like a say a moristech piggyback in that way. Where as to add anything to a TH and earlier the data you want to add needs to be converted then added. Gee its hard to explain in easy terms lol

thats all well and good Jason

but the TJ+ ecu is still hexadecimal..

Steve Knight has software to interpret the hex. just like ecuflash does.. sweet as

doesnt mean the programming of the actual ecu isnt the same right across the board... thats all im saying..

i didnt realise you were referring to how easy it is for Steve Knight to tune the ecu's, i thought you meant in general.. because,in general all models are equal....

Steve Knight is forunate enough to have hardware from Mistu that know one else does.. so his in a special boat when it comes to tuning these things (not saying thats a bad thing, his a great contact!!) ..

the rest of us attempting to read any magna ecu's are not so lucky.. we are stuck with plain hex to try and reverse engineer....

thats all well and good Jason

but the TJ+ ecu is still hexadecimal..

Steve Knight has software to interpret the hex. just like ecuflash does.. sweet as

doesnt mean the programming of the actual ecu isnt the same right across the board... thats all im saying..

i didnt realise you were referring to how easy it is for Steve Knight to tune the ecu's, i thought you meant in general.. because,in general all models are equal....

Steve Knight is forunate enough to have hardware from Mistu that know one else does.. so his in a special boat when it comes to tuning these things (not saying thats a bad thing, his a great contact!!) ..

the rest of us attempting to read any magna ecu's are not so lucky.. we are stuck with plain hex to try and reverse engineer....


Well if thats the case WHY then does/did he have to use a calculator to convert the hexdecimal to numbers and then back again to add/change data in my TH ecu but NOT the TJ ecu (where he just simply typed in the numbers we wanted) ?

As i said the TJ ecu is easier for the "tuner" to remap than the TH and earlier ECU's thats why when i said to Steve that i have a couple of TJ ecu's, he said bloody great lets use one of those instead as its much easier to add/change data than the earlier units.

When your talking hexdecimal your mean accessing the whole program, WHEREAS im meaning when we rewrite/change/modifing the data/figures that are alreay exsist there. I aint no computer geek (thats why i build engines instead lol)

I still think you should call Steve as he will explain it to you a hell of alot better than me ;)

so basically your saying the software used for TJ onwards i converted within the program he uses to make it easier to understand

Whereas earlier ecu's dont have this compatability with the software and he has to manually convert it


I think thats what i got from this all haha

SKR has tuned my stock ECU to handle the bigger injectors. I didn't realise he could have used the stock ECU to retard timing if intake temps get to a certain point.

if he can do that, why do I need a piggyback again...?

so basically your saying the software used for TJ onwards i converted within the program he uses to make it easier to understand

Whereas earlier ecu's dont have this compatability with the software and he has to manually convert it


I think thats what i got from this all haha


Stuffed if i reall know, except the tuning of the TJ ecu in my car was a hell of alot easier and quicker than we i had the TH ecu in the car lol

SKR has tuned my stock ECU to handle the bigger injectors. I didn't realise he could have used the stock ECU to retard timing if intake temps get to a certain point.

if he can do that, why do I need a piggyback again...?

Im still not sure how it will all go in a forced induction setup on a magna (as i said earlier cos i dont have a forced inducted magna ive never really looked into it)

But on the "donkey" engine he has it setup to retard the timing by 3deg when the air temp is over a certain temp (40degrees i think) and then another 5 degrees is taken out when it gets above another set temp point (60degrees).

This was mainly done for the middle of summer where the underbonnet temps will skyrocket when the car has been driven then parked in the sun then started up and driven off. It was done for a saftey factor and we will be fine tuning it when the hot weather gets here.

ok Steve Knights interface to the TJ ecu is alot more user friendly than that of the TH ecu.. with you now, thanks Jason..

if both TH and TJ ecu's were reversed engineered and accessible through ecuflash there would be absolutly no difference in how you tune them..

the main point of all of this is that if you plan to use Steve Knight to tune your car your far better off with a TJ ecu as it is easier for Steve Knight (which essentially should mean it wont cost you as much)...

**my point was that all the ecu's are hex, its how the ecu's are being interpreted thats different**

Im still not sure how it will all go in a forced induction setup on a magna (as i said earlier cos i dont have a forced inducted magna ive never really looked into it)

But on the "donkey" engine he has it setup to retard the timing by 3deg when the air temp is over a certain temp (40degrees i think) and then another 5 degrees is taken out when it gets above another set temp point (60degrees).

This was mainly done for the middle of summer where the underbonnet temps will skyrocket when the car has been driven then parked in the sun then started up and driven off. It was done for a saftey factor and we will be fine tuning it when the hot weather gets here.

is that off the temp sensor in the MAF? I'm guessing it is, which means it wouldn't work too well with the Sprintex setup. the Sprintex temp sensor is post-blower (after the air is compressed and therefore has much more heat in it).

I guess you could always wire that temp sensor up to the stock ECU and ditch the MAF temp sensor... interesting stuff anyway.

ok Steve Knights interface to the TJ ecu is alot more user friendly than that of the TH ecu.. with you now, thanks Jason..

if both TH and TJ ecu's were reversed engineered and accessible through ecuflash there would be absolutly no difference in how you tune them..

the main point of all of this is that if you plan to use Steve Knight to tune your car your far better off with a TJ ecu as it is easier for Steve Knight (which essentially should mean it wont cost you as much)...

**my point was that all the ecu's are hex, its how the ecu's are being interpreted thats different**

Correct, tuning them is not that different (actually most ECU's are tuned the same way) its just the "way" the data is entered back into the maps that is different (converting load/rev point adjustment data to hexdecimal so it can be readded into the map is a pain in the ass especially if ya have multiple bits of the map that need modifing) and that is why the TJ is "easier".

Correct, tuning them is not that different (actually most ECU's are tuned the same way) its just the "way" the data is entered back into the maps that is different (converting load/rev point adjustment data to hexdecimal so it can be readded into the map is a pain in the ass especially if ya have multiple bits of the map that need modifing) and that is why the TJ is "easier".

very nice..

I'm thinking of ditching my Unichip, the engine has stalled, recovered and surged a couple of times now, plus it also runs rough at idle, and based on the previous Unichip failure I suffered, I don't trust it. How much is Steve charging for tuning TL's? Is he available in Melbourne?

Thanks

Ken

Ken type40 has had great results in his TL9or TW dunno which it is)

but he in SA, good excuse for a holiday i reckon! ;)