For those of you with the NICO 8 way switcher...

[elwesso]

Sort of on a whim, i went out and drove the Q for fun. As it was warming up i sat there and wanted to try a different program.. I had tried valet, stage 2, stage 3, stock, JDM, and so forth, only one i hadnt tried is the IMPUL ECU...

I gotta say, this is a GREAT program, possibly superior to roberts... I dont know, but the IMPUL seems really really good.. REv limiter is 7200 instead of 7400, not a big deal, but dang, i really liked the program.... However in 4th gear it seemed like it had less power than the stage 2 or 3, it didnt feel nearly as powerful past 120MPH..

I encourage you (if you have it) to try/compare and let me know what you think!

[jamesmost]

will try it out tomorrow morning.

[rsiwicki]

Hey Wes...what you doing messing with the 8 way switcher when you should be hooking up and testing your NOS system.....

you gonna need it when you finally meet the black beast

[elwesso]

[RobertsnewQ]

The Impul program is basically a stock JDM program with a raised rev limit and raised (not eliminated) speed limit. It is DEFINITELY the mildest tune out there.

The bottom 3/4 of the maps are the same as stock USDM/JDM. The upper-mid range is leaner than US, but about the same as JDM and richer than both my tune and the jWT tune.

The timing is about 3-4 degrees above the USDM timing at some points; about the same at others.

[jamesmost]

ran the Impul program this morning, iT does not even compare to the Nico tune, Wes ur programs must be mixed up

[elwesso]

ran the Impul program this morning, iT does not even compare to the Nico tune, Wes ur programs must be mixed up

Im wondering if thats the case..... I'll have to email Robert...

[Q45tech]

Robert what was density and composition [measured MON] of the fuel you used to calibrate the test ecu.

This concerns me with people trying to field test with very different fuel parameters.

As the normal factory variations are +- 1 HP per cylinder that's +- 8 HP per engine shipped. 270--286 HP with the average falling near 278 at STANDARD SAE TEMPERATURE AND PRESSURE.

California cool at or near sea level is quite diffferent from Arizona hot or Atlanta high and hot [- 3.6% for altitude PLUS - 4% for temperature = at least 7% less basic engine output, plus individual engine variations.

Atlanta people don't understand that ATL is the 2nd highest Major Metropolitan Area in US....besides Denver.

The point is if one program is just below the knock threshold adding just 1 more degree of advance and triggering Knock will decrease power more than was gained.

Members should find and rank the cylinders based on their propensity to knock.............almost always there will be 1 or 2 cylinders which knock way before the others. FIXING these will go a long way towards improving the performance. You might use different heat range plugs in different cylinders

Racers use ecu which individually adjust parameters [injector time and advance] for each cylinder.NASCAR engine builders make each cyliner perfectly the same to ...........way way less than 1% error where as the Q engine exceeds 2% variance.

"Back in 1992, General Motors Racing, Richard Childress Racing, and Hendrick Motorsports experimented on the engine dyno, retarding the ignition timing of cylinders 1, 2, 7, and 8, and advancing it in the remaining cylinders of a restrictor plate Chevy V-8 Winston Cup engine. (They also experimented then with building engines with different static compression ratios in individual cylinders, but that's a topic for another time.) By using real time combustion pressure analysis of each cylinder (which was advanced test measuring at the time, but now regularly done at top-line Cup shops), they determined this "staggered ignition timing" resulted in net torque gains and reduced the average engine stress in knocking cylinders by 25 percent and peak stress by 19 percent. Taking this positive power result off the dyno and onto the track would seem straightforward--mechanically modify the ignition distributor triggering to advance or retard the timing in each cylinder by just a few degrees.".....................

"Available for Chevrolet, Ford, and Chrysler V-8 engines, the Zero-Cross has made its way legally into the Winston Cup Series and can be found on many race-winning teams. It has been seen in some top dirt Late Models as well as DIRT Modifieds in action in 2003."http://www.circletrack.com/tec...nders/

Individual primary coil charge time [dwell] to change output spark time around the 1.6 msec average.

"Due to the M5 engine’s high speeds and the large number of control and regulating tasks, the demands placed on the MS S65 control unit’s performance are extremely high. In order to meet these demands, the engine control module has been equipped with three 32-bit processors that perform more than 200 million individual calculations per second. Compared to the M3 control unit presented only four years ago, this represents a performance increase by factor eight. In terms of memory capacity, the latest control unit outdoes the previous one by as much as factor ten. Receiving more than 50 input signals, this system calculates for each individual cylinder and for each individual cycle the optimum ignition point, the ideal cylinder charge, the injection quantity and the injection point. At the same time this system calculates and makes the necessary adjustments for the optimum camshaft angle and the optimum position of the ten individual throttle butterflies.By pressing the power button on the selector lever cover, the driver can activate a sportier program with full performance characteristics. The activation of this program results in a more progressive response of the throttle butterfly to the accelerator pedal with thezwei n dynamic transient functions of the electronic engine management system switching over to a more instantaneous response. In the M5, the more comfortable of the two settings is automatically applied as soon as the engine is restarted. The changeover can also be pre-configured and called up in MDrive. In MDrive, there is a further, very sporty program available.

http://www.mbmw.com/M5%20V10%20Engine.htm

By the way the M5 V10 only makes 520 newton/meters or 0.7375 = 383 lb/ft from 5 liters the equivalent of a Q45 engine making 76.6 or 344 lb/ft.

All that technology and you only gain 5% above what is possible with Roberts ecu mods on a optimum Q45 engine with a correct conventional fuel.

There is a torque limit [physical barrier] delineated by the fuel used.

Guess few people want to spend money to optimize their INDIVIDUAL engine and periodically change settings [program] as the engine changes.

[DenverQ]

Atlanta people don't understand that ATL is the 2nd highest Major Metropolitan Area in US....besides Denver.

What really sucks is when we are still in "ethenol" time and we get a march heat wave, I loose about 20hp and my miliage drops horibly, not to mention when i go up skiing in the mountains and its 78 degrees at 8000 ft.

I guess its good i only have a 3.0L engine now

[Q45tech]

Another area to look into is an owner adjustable knock sensor intervention device that could decrease KS sensitivity by 10-15% on an individual bank.................once you find which bank knocks first.

Just as a coolant temp intervention simulator/trim device could solve some problems.

Again few owners want to become ONE WITH THE ENGINE and apply their human ecu to the problem.

Lots of lever,knobs, meters, displays, and switches in the passenger compartment just like an airplane.

[DenverQ]

Again few owners want to become ONE WITH THE ENGINE and apply their human ecu to the problem.

.

That would be cool, but you know that the trial lawyers would get in the middle of that once the first person forgot to adjust open/closed loop operation and lost miliage or didnt pass emissions then people wouldnt be smart enough to drive cars and thats a right you know, just like healthcare