94-95 NICO ECU's are READY!!!!

[maxnix]

Very interesting. Thanks, Robert.

[JedCoop]

No difference in tuning, but if you run the early ECU in the later car, the auxilliary cooling fans won't come on at 190 like they do with a 94-95 ECU.

Could be a problem depending on how marginal your cooling system is, but several people have run the early ECUs in their car with no problems whatsoever.

I am running a mod'd '92 ECU in my '94 and didn't realize this... I've had no problems with temp so far, but I don't live in LA or AZ and haven't gotten get stuck on a hot highway. Does the aux. fan come on at some higher temp, or does it not come on at all? I may come back for a reprogram of my original '94 ECU since I can still use the other ECU in my other '92 Q.

[elwesso]

I am running a mod'd '92 ECU in my '94 and didn't realize this... I've had no problems with temp so far, but I don't live in LA or AZ and haven't gotten get stuck on a hot highway. Does the aux. fan come on at some higher temp, or does it not come on at all? I may come back for a reprogram of my original '94 ECU since I can still use the other ECU in my other '92 Q.

The thingis on the 9093 (at least how I understand it) thers a seperate sensor in the radiator that turns the fan on, but on the 94 it just looks at the coolant temp sensor...

Coolant shouldnt ever get that hot anyway, so i odnt worry about it, plus the only time it would is likely when youd have the AC on anyway, in which case the fan will be on due to the AC.

[RobertsnewQ]

Wes has it right - the fan(s) will come on when the AC is on. The coolant temp function won't work, though.

[maxnix]

Coolant shouldnt ever get that hot anyway, so i odnt worry about it, plus the only time it would is likely when youd have the AC on anyway, in which case the fan will be on due to the AC.

Seems like city idling in the summer would be worse case as no air is moving through the coils in front. Why Q45tech does his heat load tests this way. Why F1 cars don't have fans and only overheat on the starting grid.

[RobertsnewQ]

EVen in that case, as long as you run the AC the fans WILL come on. Just not with engine temp.

[Q45denver]

Might be a blessing in disguise. The aux fan in my 1995 was coming on even when the engine was dead cold. I hadn't had a chance to take it to the dealer to diagnose the problem and it didn't do it all the time. Haven't had the problem with the NICO ECU installed.

Does the ECU interface with the BCU (body control module) at all? My rear defroster is not working. The switch and the rear defroster grids check out OK.

[RobertsnewQ]

Nope.

Only the TCS module and TCU. Not even the active suspension module.

[BlackBirdVQ]

For the sake of my fresh engine I think I will stick to a 94 ECU. I am awaiting some replies from people selling theirs in the classifieds. Once I have one coming I will ship it out to ya for a agressive program. My engine is pretty much new and runs on 93 only so more aggressive wouldn't be a issue for me ! I wanna keep my stock ECU for emissions reasons, as I need to smog my car this month.

[elwesso]

Theres one for sale in the classifieds.

[RobertsnewQ]

I have one 94-95 core I'd part with so email me.

[sijoko]

Robert,

What other options are available with the 94 ECU?

Can you do something like just raise the rev limiter without leaning out the fuel trim? How about larger injectors for forced induction?

Regards,

Siju

[elwesso]

In case robert doesnt see this, we can make a boost map with bigger injectors.....

[ddrumman]

The three stock fuel maps are:

lo gear hi octanelo gear lo octane4th gear

In the early ECUs, all three are different. By 1993, all three are the same.

The 94-95 ECUs have only two maps - lo & hi octane.

In JDM ECUs, the 4th gear map is disabled. In USDM ECUs, the 4th gear map is enabled, but is the same as the lo gear hi octane map in most ECUs.

So.... I disable the hi gear map because it is not used in most ECUs and that simplifies the tuning.

I disable the lo octane map because for the most part it is the same as the hi octane map. There are some differences in the midrange, but they are minor and involve dumping more fuel in when knock is detected.

One other bad thing related to the hi gear map is that if you change final drive ratio, you can have a situation where the ECU drops back and forth between the maps, running lean.

The ECU has two timing maps only - lo and hi octane. I keep both since they are an important part of the timing algorithms.

Interesingly, the 1990 ECU is the only one with a third timing map - for hi gear. Weird!

Hey Robert. You've got mail.

D.

[RobertsnewQ]

Robert,

What other options are available with the 94 ECU?

Can you do something like just raise the rev limiter without leaning out the fuel trim? How about larger injectors for forced induction?

Regards,

Siju

I can do all those things - raised rev limiters with stock timing & fuel maps would be very easy. I can disable EGR/Evap valve/AC compressor/TCU communications, etc.

I can do a low boost map, but I'm very hesitant to do one for larger injectors without spending time with the car on a dyno. There's just too much room for error.

[JedCoop]

EVen in that case, as long as you run the AC the fans WILL come on. Just not with engine temp.

Basically I see no worries regarding the fan, thanks for clearing that up.I still might get another ECU for my '92

[ddrumman]

Hi Robert,

I hope you've seen my post (above) to you..... You're probably busy.

Let me know whenever you're ready.

D.

[Q45denver]

Are you still doing the 90-93 switchable ECU's?

[RobertsnewQ]

Yes but I ran out of circuit boards for a few weeks. I can take them but don't be in a hurry.

[Q45denver]

No hurry. Is the part you need the socket the chip plugs into?

[elwesso]

No hurry. Is the part you need the socket the chip plugs into?

No theres a seperate circuit board for the switcher setup...

[Q45tech]

Robert:

If you had a choice which base model year ecu would you find best in a 90-93Q. My point is have you examined the changes in NON WOT parameters.Specifically the amount of and slope/time of ignition retard with high KS counts

With my Dinan version [Copy of JWT software or the converse] I get some low rpm [1500-2200] tip in throttle, knock in Summer heat even with new KS and 93 [haha] premium.

Obviously a poor drivablity index [ratio of Research to Motor octane].

A dual mode that works at less than high rpm/load.. 3 degree retard switch?

[STATUS]

Once i get my ECU back from Wes i will more than likely be doing a dyno comparison betweeh this ECU and stock. I will let you guys know.

[elwesso]

Mark, you should be getting your ECU the latter part of next week...

[RobertsnewQ]

Robert:

If you had a choice which base model year ecu would you find best in a 90-93Q. My point is have you examined the changes in NON WOT parameters.Specifically the amount of and slope/time of ignition retard with high KS counts

With my Dinan version [Copy of JWT software or the converse] I get some low rpm [1500-2200] tip in throttle, knock in Summer heat even with new KS and 93 [haha] premium.

Obviously a poor drivablity index [ratio of Research to Motor octane].

A dual mode that works at less than high rpm/load.. 3 degree retard switch?

I noticed that same knocking on early versions of mine. It seems like the 93 and up has the least advance at 1500-2000.

On my tuned ECUs I actually RETARD the OEM timing 2 degrees between 1800 and 2100 (!) at part throttle (tip-in) to reduce knocking. I do the same thing between 4800 and 5100, but there I reduce it at the map level (almost 4 degrees at high load).

The OEM ignition timing allows the knock sensors to take out lots of advance in those two areas, but what I have done is move the minimum advance UP and the maximum advance DOWN to reduce the knocking. Works great, much better than the JWT timing table, which has MORE advance than stock there.

As I have it, my current timing table is pretty different from stock. The areas under 2000 RPM at low load are even a bit raised, which actually improves cruising MPG.

The JWT maps are advanced starting at 2000 RPM andup, and just past cruising load, so the're 100% stock below that.

Here's my timing map:6800 39 40 41 42 42 42 40 37 36 33 31 29 28 27 27 276200 39 40 41 42 42 42 40 36 33 32 30 27 26 26 26 265700 39 40 41 42 42 42 39 34 32 31 28 26 24 22 22 225300 39 40 41 41 41 41 39 33 32 29 27 25 22 20 20 204900 38 39 40 41 41 41 39 33 31 29 28 25 20 20 19 194400 38 39 39 39 39 39 36 32 30 28 26 24 20 19 19 194000 38 38 38 37 36 35 33 31 30 28 26 26 24 21 21 203600 38 38 38 38 35 33 32 31 28 28 27 26 25 24 24 243200 39 39 39 39 36 33 32 31 29 29 28 28 27 27 27 272800 39 39 40 40 37 34 32 31 29 28 27 27 26 27 27 272400 38 39 40 40 39 34 32 29 28 26 26 25 25 25 25 262000 36 39 42 42 40 30 26 26 25 25 23 20 19 19 19 191600 33 34 35 35 32 28 26 24 21 20 18 15 15 15 15 151200 31 32 34 34 30 26 24 22 20 19 18 16 15 15 15 15800 28 28 28 28 26 25 23 21 19 18 17 15 15 15 15 15400 25 25 24 23 22 21 20 19 18 17 16 15 15 15 15 15

Vs. the stock one:

6400 32 36 39 42 42 42 37 34 33 32 30 26 25 25 25 256000 32 36 39 42 42 42 37 34 33 32 30 26 26 26 26 265600 32 36 39 42 42 42 38 34 31 31 28 26 22 21 20 205200 32 36 39 41 41 41 38 33 29 26 24 22 20 20 19 194800 32 36 39 41 41 41 39 33 27 27 27 25 23 23 23 234400 32 36 39 39 39 39 36 30 26 26 23 21 18 17 17 174000 32 36 36 36 34 32 31 31 26 26 25 24 23 19 19 193600 32 36 36 36 33 32 31 30 25 25 25 25 24 24 24 243200 32 38 38 38 34 32 31 29 27 27 27 25 25 25 25 252800 32 39 40 38 36 34 32 30 26 26 26 25 25 25 25 252400 32 39 40 38 36 34 32 29 26 26 26 23 22 22 22 222000 32 39 42 42 40 30 26 26 25 25 23 19 19 19 19 191600 28 33 35 35 32 28 26 24 20 20 18 15 14 14 14 141200 25 30 34 34 27 23 20 18 17 15 12 10 10 10 10 10800 20 20 20 24 25 20 17 14 12 10 7 7 7 7 7 7400 20 20 20 20 13 10 5 4 2 0 0 0 0 0 0 0

Here's the difference between stock & my advance table:

6800 7 4 2 0 0 0 3 3 3 1 1 3 3 2 2 26200 7 4 2 0 0 0 3 2 0 0 0 1 0 0 0 05700 7 4 2 0 0 0 1 0 1 0 0 0 2 1 2 25300 7 4 2 0 0 0 1 0 3 3 3 3 2 0 1 14900 6 3 1 0 0 0 0 0 4 2 1 0 -3 -3 -4 -44400 6 3 0 0 0 0 0 2 4 2 3 3 2 2 2 24000 6 2 2 1 2 3 2 0 4 2 1 2 1 2 2 13600 6 2 2 2 2 1 1 1 3 3 2 1 1 0 0 03200 7 1 1 1 2 1 1 2 2 2 1 3 2 2 2 22800 7 0 0 2 1 0 0 1 3 2 1 2 1 2 2 22400 6 0 0 2 3 0 0 0 2 0 0 2 3 3 3 42000 4 0 0 0 0 0 0 0 0 0 0 1 0 0 0 01600 5 1 0 0 0 0 0 0 1 0 0 0 1 1 1 11200 6 2 0 0 3 3 4 4 3 4 6 6 5 5 5 5800 8 8 8 4 1 5 6 7 7 8 10 8 8 8 8 8400 5 5 4 3 9 11 15 15 16 17 16 15 15 15 15 15

[Q45tech]

How do I translate the load map to TPS voltage? Is it 0.25 volts per cell increment. 4.5 minus 0.44 = 4/16= 0.25v

I'll use a Consult to log my advance [Dinan] but I do remember 28 degrees [threw away all my old charts] WOT at 6,000 and above. I never have pulled more than 4.38 volts on MAF [I am at 1000' AMSL] but as you know everyone is different in fact I tried 4 different ones to find the highest one [not necessarily good richer fuel but ].

[Q45tech]

2400 6 0 0 2 3 0 0 0 2 0 0 2 3 3 3 4

How does this affect AC on summer cruise control on [72 mph] up an incline before the down shift .

Guess I'll have to check the load cell [Which one is used] under the above unfortunately July is far off.

People don't realize how critical setting the TPS voltage setting is.

[RobertsnewQ]

2400 6 0 0 2 3 0 0 0 2 0 0 2 3 3 3 4

How does this affect AC on summer cruise control on [72 mph] up an incline before the down shift .

Guess I'll have to check the load cell [Which one is used] under the above unfortunately July is far off.

People don't realize how critical setting the TPS voltage setting is.

From running the car on a dyno I've found that the timing in most areas just isn't all that sensitive. At high RPMs it is, but not low ones.

The load axis is related to MAF voltage. 4.8v would be the far right cells (approx) and the scale goes down from there.

The ECU actually "thinks" in terms of "Theoretical Pulsewidth" or TP.

TP is calculated by the ECU by (AIR MASS X K-value), and Air mass is calculated from MAF voltage.

It's funny but the TPS has lots of little effects - there's accel enrichment, decel dashpot function, tip-in timing, idle stability, etc. etc.

[squeefoo]

People don't realize how critical setting the TPS voltage setting is.

It's funny but the TPS has lots of little effects - there's accel enrichment, decel dashpot function, tip-in timing, idle stability, etc. etc.

Must... put... together... Consult!

[Q45tech]

Robert:If 4.8 volts [TPS] is highest load cell, then that is >0.275 volts per cell.What is next cell down 4.525? [edit]Duh looking at the top 3 cells it doesn't matter as they are the same.....so as long as WOT is 4.0 volts and above the same timing occursI'll try to figure out which cells are knocking [for my problem] under real road conditions

I always like to do on the road testing after dynoing [tuning] to make sure the differences in acceleration time on dyno don't get you into spark knock.Heat build up.

It appears you must be leaning the AF to get the bulk of your gains with 1-2 max advance increase.

Real world 90 >140 [in 3rd] takes 30 seconds vs 10 on a dyno.