JIM WOLF, STILLEN, JET, G-FORCE, UPRD & SUPERCHIP
What are the performance differences between these chips?
I know the Stillen and JWT chips are the same. I also heard that the G-Force chip gives the Q more midrange punch than the JWT chip.
ECU Upgrades
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Mayhem_J30
- Posts: 2643
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- Location: Louisville, KY
Re: ECU Upgrades
I haven't followed the ecu upgrades for the Q that well, but I think everyone here that does have an upgrade uses the Jim Wolfe ECU. I know one of the other brands doesn't remove the rev limiter or top speed. If you're a registered member of nico, the membership costs should pay for itself by purchasing the ECU through NICO.QShip wrote:JIM WOLF, STILLEN, JET, G-FORCE, UPRD & SUPERCHIP
What are the performance differences between these chips?
I know the Stillen and JWT chips are the same. I also heard that the G-Force chip gives the Q more midrange punch than the JWT chip.
discounts are awesome :ylsuper-
Q45tech
- Moderator
- Posts: 14296
- Joined: Tue Apr 30, 2002 3:19 am
- Car: 1990 Q45 342,400 miles 22 years ownership with original engine
1995 G20t 5 speed 334,000 miles 16" 2002 wheels - 205/50/16 Sr20ve vvl
All 90-95 chip reprogramming primarily affects the values in two cells:Ignition total advance and injector open time. They are in 1 degree and 0.1 millisecond steps.
The factory mixture is always too rich for maximum power [for safety] and the factory advance is always too small for maximum power. This is to ensure engine longevity.
When you use a dyno to maximize these values you are doing a dangerous things since the dyno drum cannot duplicate the acceleration loads a Q [4300-4600 pounds] sees pulling up an incline or summer heat.....most drums weight 3200 pounds and are level. The operator is in the room so 120F is not feasable!
Smart factory engineers find the maximum for peak power then back off 3-4-5 degrees and enrichen the mixture by 20% so real world conditions are considered!
JWT may have taken 10% of the overrichness out and split the difference in timing. But that is only valid for the exact fuel they used in the test [how have fuels changed in 10 years].
Each engine and Q/J car weight varies: So all you can hope is that who ever did the test and suggested modified values knew what they were doing.
Lots of companies just buy a chip from JWT [via a schill] and copy it or change a value here and there without doing any dyno tests hoping JWT did it right. Some do nothing other than change the rev limit since that all owners can check!Most owners don't have a spare ecu to A/B against and 0.2-0.3 seconds in a quarter are hard to measure except at a drag strip
The reason 96 and later are not chippable is there is no single look up table [no chip] for WOT but each parameter is calculated on the fly with a more powerful faster processor and they are able to get closer to optimum under road conditions.
The real question you have to ask yourself is how close to lean did the chipper get in a quest to advertise the most power gain.
Remember the bulk of the work [test are usually done in California] so SEALEVEL is the name of the game as are moderate temperatures per SAE standards 60-70F.
On MAF equipt Nissans the the fuel injection time varies -7% to +5% after the amount specified by the look up table so there is some trim for altitude or temperature.....say the chip look up says 10.0 millisecs it could actually produce 9.3 to 10.5 millisecs depending on rpm and the MAF voltage at WOT. This is not enough to compensate above 2100' above 90F [nor below 32F at sealevel].
Something similar with ignition timing is everything is rpm related from the chip unless the coolant temp exceeds 194F or the knock sensors intervene.
Many people foolishly add a chip and then advance timing they end up with less than factory in summer like 10 less when the knock sensor hears even minor knock [preignition]..... Sluggish lazy acceleration
Measure your advance under 90F summer load [acceleration AC on] and check to see if you are hitting 27-28 degrees above 6,000 rpm [MAF peaking around 4.4 at 6800] and around 22 degrees at 4,000 [with MAF around 3.9 volts]
The factory mixture is always too rich for maximum power [for safety] and the factory advance is always too small for maximum power. This is to ensure engine longevity.
When you use a dyno to maximize these values you are doing a dangerous things since the dyno drum cannot duplicate the acceleration loads a Q [4300-4600 pounds] sees pulling up an incline or summer heat.....most drums weight 3200 pounds and are level. The operator is in the room so 120F is not feasable!
Smart factory engineers find the maximum for peak power then back off 3-4-5 degrees and enrichen the mixture by 20% so real world conditions are considered!
JWT may have taken 10% of the overrichness out and split the difference in timing. But that is only valid for the exact fuel they used in the test [how have fuels changed in 10 years].
Each engine and Q/J car weight varies: So all you can hope is that who ever did the test and suggested modified values knew what they were doing.
Lots of companies just buy a chip from JWT [via a schill] and copy it or change a value here and there without doing any dyno tests hoping JWT did it right. Some do nothing other than change the rev limit since that all owners can check!Most owners don't have a spare ecu to A/B against and 0.2-0.3 seconds in a quarter are hard to measure except at a drag strip
The reason 96 and later are not chippable is there is no single look up table [no chip] for WOT but each parameter is calculated on the fly with a more powerful faster processor and they are able to get closer to optimum under road conditions.
The real question you have to ask yourself is how close to lean did the chipper get in a quest to advertise the most power gain.
Remember the bulk of the work [test are usually done in California] so SEALEVEL is the name of the game as are moderate temperatures per SAE standards 60-70F.
On MAF equipt Nissans the the fuel injection time varies -7% to +5% after the amount specified by the look up table so there is some trim for altitude or temperature.....say the chip look up says 10.0 millisecs it could actually produce 9.3 to 10.5 millisecs depending on rpm and the MAF voltage at WOT. This is not enough to compensate above 2100' above 90F [nor below 32F at sealevel].
Something similar with ignition timing is everything is rpm related from the chip unless the coolant temp exceeds 194F or the knock sensors intervene.
Many people foolishly add a chip and then advance timing they end up with less than factory in summer like 10 less when the knock sensor hears even minor knock [preignition]..... Sluggish lazy acceleration
Measure your advance under 90F summer load [acceleration AC on] and check to see if you are hitting 27-28 degrees above 6,000 rpm [MAF peaking around 4.4 at 6800] and around 22 degrees at 4,000 [with MAF around 3.9 volts]
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Q45tech
- Moderator
- Posts: 14296
- Joined: Tue Apr 30, 2002 3:19 am
- Car: 1990 Q45 342,400 miles 22 years ownership with original engine
1995 G20t 5 speed 334,000 miles 16" 2002 wheels - 205/50/16 Sr20ve vvl
Midrange punch? None of the rechippers change anything below 2500 nor do they change anything that would affect cruise or idle........only WOT. They were allowed [prior to 1996] since this did not effect normal emissions and would not get them fined [jailed] by EPA.In reality the graphs show nothing much until 3500 rpm WOT.The peak torque gains occur at 4,000 rpm and the peak HP occurs at 5500 and 6,000 rpm and something up to 6,500 and a little at readline [5-7 HP on a 90 Q]
Actually WOT is more than 3/4 to Full throttle it varies by ecu.
Just like exhausts, intakes, throttle body all work in the higher rpm ranges.
Actually WOT is more than 3/4 to Full throttle it varies by ecu.
Just like exhausts, intakes, throttle body all work in the higher rpm ranges.