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V8 Engine ECM Upgrade


toyroom

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So am I right in thinking that with #3 it's like a more powerful car full stop and that the upper limit of boost is dictated by which spring I choose and by throttle position ? If so, which spring would you choose, what is the upper boost limit for each spring and how many springs are available. Are they pretty standard ? I mean, I have ordered alloy wastegate capsules from PNM. Are these likely to be similar spec to the ones you recommend ?

Please come to a decision soon, I simply can

Edited by mike_sekinger

1996 Esprit V8, 1998 Esprit V8 GT, 1999 Esprit S350 #002 (Esprit GT1 replica project), 1996 Esprit V8 GT1 (chassis 114-001), 1992 Lotus Omega (927E), 1999 Esprit V8SE, 1999 Esprit S350 #032, 1995 Esprit S4s, 1999 Esprit V8 GT (ex-5th Gear project), 1999 Esprit V8SE ('02 rear)

1999 S350 #002 Esprit GT1 replica

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Many Thanks Mike for putting all my efforts in a few proper English sentences. You all know its a bit hard for me to explain all this stuff clearly in proper English ...

Yes Mike, I hear you :D ... I know that you would also like to add intercoolers ...

But, before doing that I would replace both turbos by a pair of good reflowed 25/(28)-hybrids.

Cheers

Marcus

www.PUKesprit.de

Please come to a decision soon, I simply can

Marcus

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Please see below for the section from the service manual detailing setting the wastegates up to 0.35bar. If you decide to calibrate for 0.4bar then do the same as below, but replace the references to 0.35bar by 0.4bar. Alternativly, you could take the car to a Lotus dealer or specialist and ask them to do this for you. That's what I did.

Quote from Service manual:

The wastegate capsule and actuating rod are calibrated by the turbocharger manufacturer to limit the

mechanically controlled boost pressure to 0.35 bar (5.0 Ib/in2), representing the base setting which can be

increased by the ECU controlled frequency valve bleeding pressure from the capsule pressure line. The base setting can be checked using a dial gauge and hand operated pressure pump with 0 - 1 bar (15 lb/W) pressure gauge:

- Mount the dial gauge against the end of the actuating rod.

- Connect the pressure pump directly to the capsule, and record the pressure required to produce an

actuator rod movement of 0.4 mm (0.015 in).

Specification = 0.34 - 0.36 bar (4.9 - 5.2 lb/k-G).

If necessary, adjust the actuator rod length after removing the

Edited by peter_england99
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  • 2 weeks later...

Well, got the alloy adjustable wastegate acuators fitted ( with difficulty on the left side) and car is performing very similar to before with similar boost guage readings. What do I do next ?

I watched the set up and I now understand how the ECM works all of this with the pressure and why a bigger spring would increase boost by making it harder for the wastegate to open before the ECM would have a chance to start. The key was understanding which way the vacuum was sucking and how the ECM can only delay wastegate opening and hence increase boost, but cannot expedite the wastegate opening and so cannot limit boost.

So, what next ? What would be the effect of going to the next spring ?

Is the ECM damaged by the fitting of the chips or can they be simply pulled off if you decide you don't like them?

Finally, has anyone got a spare 1997 V8 ECM they would like to sell for a reasonable price whilst I get one upgraded, I can drive around on the other. It would also give me a spare for comparison etc. Anyway, has anyone got one ? Tried Espritism, but they have closed fopr the duration !

Thanks !

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John,

Now you have installed the new capsules and set the correctly to 0.35-0.5 bar base setting.

The next step is to fit the new Red ECU #3.

BTW, we always install two holders/sockets into the ECU. This makes a futurew chip swap very easy.

Cheers

Marcus

Well, got the alloy adjustable wastegate acuators fitted ( with difficulty on the left side) and car is performing very similar to before with similar boost guage readings. What do I do next ?

I watched the set up and I now understand how the ECM works all of this with the pressure and why a bigger spring would increase boost by making it harder for the wastegate to open before the ECM would have a chance to start. The key was understanding which way the vacuum was sucking and how the ECM can only delay wastegate opening and hence increase boost, but cannot expedite the wastegate opening and so cannot limit boost.

So, what next ? What would be the effect of going to the next spring ?

Is the ECM damaged by the fitting of the chips or can they be simply pulled off if you decide you don't like them?

Finally, has anyone got a spare 1997 V8 ECM they would like to sell for a reasonable price whilst I get one upgraded, I can drive around on the other. It would also give me a spare for comparison etc. Anyway, has anyone got one ? Tried Espritism, but they have closed fopr the duration !

Thanks !

Marcus

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I installed the #2 chip and WOW ,the car is so much better than before ,I drove it for about 2 weeks..much faster :thumbsup: .

i did'nt put the waste gates yet and i can feel them opening but it's still goooood

thank you Maercus for all the help :o

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  • 4 years later...

I know this is a rather stale thread; but I thought it worthy of updating.

John, I am interested in knowing what type of transmission you have; the ratios, "first is more like second".

The power of even the stock engine renders 1st gear optional.

Also, did you swap out the ECU? Did you go with 1, 2 or 3? How did it work out?

Regards,

Harold

1998 stock Esprit

Edited by irox
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  • 8 years later...

Hi guys !!

So I am in the process of choosing a power / torque upgrade chip for my 2001 Esprit V8 with forged CP pistons, Rebuilt Garrett turbos, new oil and water pumps, new ignition coils, cable coils and alternator, new fuel pump, and of course K&N filters and straight pipe exhaust without cats... also Quafe LSD...

My choice is between the 350 Sport and the RED racing chip..

From what I’ve read, I favor the RED racing chip.. After 10+ years of experience since this thread started, what do you guys think ??

@toyroom @Paula&Marcus @e5pritV8 

Edited by MD355
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You need to think about your power target and how you want the power to be delivered.   The high torque code gives you more aggressive boost curves, but still retains some civility in the power delivery.   The red race calibration will remove any boost limits in any gear will allow you full transient boost - also in 1st gear.  That may mean loss of traction in the lower gears.

It is not really clear what your objective is.

1996 Esprit V8, 1998 Esprit V8 GT, 1999 Esprit S350 #002 (Esprit GT1 replica project), 1996 Esprit V8 GT1 (chassis 114-001), 1992 Lotus Omega (927E), 1999 Esprit V8SE, 1999 Esprit S350 #032, 1995 Esprit S4s, 1999 Esprit V8 GT (ex-5th Gear project), 1999 Esprit V8SE ('02 rear)

1999 S350 #002 Esprit GT1 replica

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  • Gold FFM
2 hours ago, mike_sekinger said:

The red race calibration will remove any boost limits in any gear will allow you full transient boost - also in 1st gear.

Which helps to destroy the CWP when changing gear and snap the first motion shaft

Only here once

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@mike_sekinger 

Hi Mike, my objective is to make the car more powerful in all gears and throughout the rev range..

With factory chip right now, in 1-2-3 gear the car is building very little boost before 5800-6000 rpm..

I want a car that feels faster and it is up to the driver to “tame” the power and control the wheelspin..

I want to make the car a more visceral driving experience.. Something that you fear and respect.. The turbo boost power should be shocking and make a lasting impression even hours after the drive.. Plus I want the proper sound and fireworks from a turbo straight pipe decat car..

In a way, I want a junior Ferrari F40.. I remember car press describing the turbo boost “shockingly urgent”..

And I am afraid the 350 Sport might be a little mild for me..

It seems that no turbo boost restrictions at any gear would fit my goals.. And since it is developed by Lotus, the RED mapping should be safe as long as you don’t abuse the power..

Thoughts?

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I'll happily flash that for you, although I would not recommend it.

 

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1996 Esprit V8, 1998 Esprit V8 GT, 1999 Esprit S350 #002 (Esprit GT1 replica project), 1996 Esprit V8 GT1 (chassis 114-001), 1992 Lotus Omega (927E), 1999 Esprit V8SE, 1999 Esprit S350 #032, 1995 Esprit S4s, 1999 Esprit V8 GT (ex-5th Gear project), 1999 Esprit V8SE ('02 rear)

1999 S350 #002 Esprit GT1 replica

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  • Gold FFM

You will smash the gearbox - I’d suggest before even considering this you upgrade the box internals. I have an old smash CWP set from my v8 if that helps.

Only here once

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@Barrykearley

The funny thing is that I already damaged my crown & ring on my Esprit.. But I think this had to do with a bad installation from previous owner..

The must have been a lot of play / tolerance and/or the previous owner abused it..

Now I installed a Quafe LSD and new Crown & ring.. 

The streets in Athens, Greece are pretty slippery, so any excess power just spins the wheels and relieves stress to gearbox / differential..

Furthermore, I believe the LSD helps reduce stress as torque is evenly spread, rather than the sudden movement of torque from open diff (opinions ?)

When Lotus released the RED mapping, did it recommend to replace gearbox?

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The use of the red race calibration expressly voided any warranties from Lotus.   It was not a widely available or recommended calibration.

Remember Lotus did not have an upgraded UN1 production gearbox.  The UN1-028 was already pushing the limits.

After-market modifications became available because of other higher torque applications using the UN1. The limits of the production gearbox where the reason why the V8 was limited in output.

You can of course blaze your own path, but honestly I feel that you are flirting with problems if you retain the stock gearbox and the "red race" calibration - especially given your enthusiasm for wheel spins and 'on-the-edge' driving style.

 

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1996 Esprit V8, 1998 Esprit V8 GT, 1999 Esprit S350 #002 (Esprit GT1 replica project), 1996 Esprit V8 GT1 (chassis 114-001), 1992 Lotus Omega (927E), 1999 Esprit V8SE, 1999 Esprit S350 #032, 1995 Esprit S4s, 1999 Esprit V8 GT (ex-5th Gear project), 1999 Esprit V8SE ('02 rear)

1999 S350 #002 Esprit GT1 replica

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I know a lot of owners who are enjoying the high-torque calibration 🤣

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1996 Esprit V8, 1998 Esprit V8 GT, 1999 Esprit S350 #002 (Esprit GT1 replica project), 1996 Esprit V8 GT1 (chassis 114-001), 1992 Lotus Omega (927E), 1999 Esprit V8SE, 1999 Esprit S350 #032, 1995 Esprit S4s, 1999 Esprit V8 GT (ex-5th Gear project), 1999 Esprit V8SE ('02 rear)

1999 S350 #002 Esprit GT1 replica

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  • Gold FFM

Mike, would I be right in saying that you could flash the Sport 350 code and if it wasn't enough zip, you could flash the Race Red code next?

Makis, maybe that is an option, try the safer option and if you really don't like it go the whole hog. It might cost a bit more but then again it might save the cost of a gearbox rebuild, I don't suppose the crown wheel is thoughtful enough to destroy itself in isolation. 😖

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Yes. 

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1996 Esprit V8, 1998 Esprit V8 GT, 1999 Esprit S350 #002 (Esprit GT1 replica project), 1996 Esprit V8 GT1 (chassis 114-001), 1992 Lotus Omega (927E), 1999 Esprit V8SE, 1999 Esprit S350 #032, 1995 Esprit S4s, 1999 Esprit V8 GT (ex-5th Gear project), 1999 Esprit V8SE ('02 rear)

1999 S350 #002 Esprit GT1 replica

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@cweeden

Your idea is very good... And it could actually work the other way around too... Slightly more expensive maybe, install the RED mapping first, wait and see if anything breaks, and then install the 350 Sport mapping.. 😄

I am starting to be curious and intrigued how powerful the Lotus V8 engine really is if it can break a gearbox with just a mapping... (or how weak the Renault 25 gearbox is...) ?

The Esprit V8 should become a beast with RED code... It is actually growing on me.. LOL 

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  • Gold FFM
13 minutes ago, MD355 said:

am starting to be curious and intrigued how powerful the Lotus V8 engine really is if it can break a gearbox with just a mapping..

Really powerful. Powerful enough to completely empty your bank account, max out credit cards, eat all your overdraft and cause a remortgage to be required.

 

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Only here once

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@mike_sekinger

Doing my research I came across this website :

http://www.lotusespritworld.co.uk/EGuides/ETechnical/V8_ECU.html

Basically it says about the Standard vs 350 Sport vs Race mapping :

Standard ECU has a calibration that produces 350 BHP and 400Nm (400Nm is only available in 5th gear, other gears have progressively less to suit Gearbox limit. This is done by reducing boost throughout the rpm range in each gear to reduce torque to match the gearbox limits.

Sport 350 ECU has a calibration that also produces 350 BHP and 400Nm. 400Nm is available in all gears except 1st. This is possible following some gearbox improvements/updates. This has the same boost reduction in 1st gear as the Standard coding, with all other gears producing up to 400Nm of torque.

Race (Red) ECU has calibration that also produces 350 BHP and 400Nm. This coding has no reduction of boost through its rev range and can produce maximum torque in all gears. This has been sold mainly in USA for 'Track Use' and invalidates the Warranty. Apart from the first gear the calibration for Sport 350 and Race are identical.

We do not recommend the Race calibration (high torque in first gear) for road use as it overloads the driveshafts. Most of the extra torque will be lost in wheelspin so there is not much advantage to be had.

 

So basically, apart from 1st gear boost reduction (to save the gearbox), 350 Sport and Race are identical ???

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