[Mk2] [Turbo] Blitz ECU dyno'd and PowerFC mapped at Perfect Touch last week!

[Kongaroo]

Been a bit hectic recently so I didn't get around to posting about my trip last week to Perfect touch to get the PFC mapped till now.

Firstly must say a big thankyou to Peter at SBITs for some very last minute help in changing out a faulty thermostat the night before I was due to drive down to Hoddesdon which is some 3.5 hours drive away from me. What a guy

Must also say the guys at Perfect Touch are all really friendly people and certainly know there stuff! I will definately go back there again after I start building the engine for bigger power

Anyway some good results particularly for the Blitz Access ECU which can often get a bit of a slating over here due to worries about it not being mapped specifically for your vehicle and concerns over lack of 100 octane fuel here in the UK.

My Blitz ECU was mapped for a smaller CT20b on 540cc injectors. I am running an ATS TD06 on the stock injectors and FPR but using a Rogue 255lph intank fuel pump. I was using a mix of 99 RON Shell Vpower and some Sainsbury's 97 RON super unleaded with some octane booster that was supposed to bring it to 99 octane (couldn't find a Shell station near to Perfect Touch) so average octane should have been 99.

The car was dyno'd on the Blitz ECU first and managed 314 HP at the wheels! (18PSI)
Rob also found out the ECU's Rev limit was raised to 8500rpm, LOL. (I'd previously only took it to around 8000RPM at York dragstrip)

He also said that generally the car was running fine. There were 3 'clicks' on the det cans but it wasn't detting badly. He also told me it was unlikely I would get more power with the PowerFC without larger injectors as the fuel system is already maxed out.

I figured after all that driving I may as well try and see what the maximum safe power was with the PowerFC and at the same time trim the injector duty cycle down a little to a slightly safer figure (from 6500+ RPM the blitz ECU can get above 95% duty cycle - in fact can peak at 97% above 7000RPM sometimes as I suspect the stock ECU will do also - I know this from logs taken on my innovate LM1+Auxbox).

The PowerFC yielded slightly less power - 308 HP at the wheels (17.9SPI) - but I gained a bit of torque and the car was reaching 200ft.lbs slightly faster than before. Injector duty peaked at around 92 to 93% which is still high but a little bit safer than before.

Dyno charts are here:





Another interesting thing is the drivetrain losses were only 7 to 8 percent - ie. 30BHP and 25BHP for the 2 runs respectively (the 2nd run losses were lower due to the gearbox oil being warmer apparently)

The Dastek Dyno uses coastdown to calculate drivetrain loss so not so good for pub bragging rights But the wheel figures were what I was interested in anyways

Only 1 problem which is I am getting a couple of slight misfires occuring during 2nd and 3rd gear full throttle pulls to the redline (usually between 5000 to 6000 RPM) which I couldn't really detect until i logged and viewed the AFRs on my Auxbox, so for the time being I have swapped back to the Blitz ECU which doesn't suffer from this.

In any case I am not too bothered about getting this rectified right at the moment as I am planning to remap for larger injectors anyway sometime soon but will ask Rob to double check the innovate AFR logs at full throttle before I drive all the way back home when I next go there for mapping, lol.

All in all I am happy with the results

[Quigonjay]

how strange, the blitz yielding more than the fc

[rossdymond3352]

thats really strange, i used a blitz asscess computer on my rev 1, and i felt no difference whatsoever, can these be mapped over here, i thought they couldnt be mapped anywhere in the uk?

[Harry]

Yes same question and great tuning there you are building a machine!!!

[Driftlimits Performance]

well done Perfect Touch!

[JMR_AW11]

thats really strange, i used a blitz asscess computer on my rev 1, and i felt no difference whatsoever, can these be mapped over here, i thought they couldnt be mapped anywhere in the uk?

If it's got a Techtom board(s) in the Blitz ECU then I could descramble the EPROM chip and let the owner know some of the basic mods. eg rev limiter and boost mods and speed limiter changes etc.

I've already done this on a pair of Techtom boards taken from a ST205 GT4 ECU.

[paul port]

how strange, the blitz yielding more than the fc

Air temperature was higher for the PFC run
Also RPM limit and maybe as a result peak power were higher on the blitz.

Note the PFC plot stops at 7K

not comparing like for like...

[Hellboy]

Nowt wrong with a Blitz ECU IMO - I got one and the car is a beast with it, its liek the differenc between a domesticated cat and a Lion - when you compare the Stock ECU to the BLitz.

[jeffry-]

Nowt wrong with a Blitz ECU IMO - I got one and the car is a beast with it, its liek the differenc between a domesticated cat and a Lion - when you compare the Stock ECU to the BLitz.

What was your bhp with the stock and with the blitz?

[Kongaroo]

Actually the results are not that strange.

Rob basically mapped the PFC to get me the maximum safe power he felt he could while decreasing the risk of the injectors going static - this ended up being about 92 to 93% peak duty cycle. So he basically ran out of pulse width/fuel and had to stop at 308 WHP.

Although 92/93% is still very high it is still slightly safer than the blitz which usually reaches peak injector duty cycle at around 95 to 97% (varies from run to run - possibly dependent on load?). Although it must be said this only occurs for the last few hundred RPM before you reach 7000+ RPM where I normally change up so the car spends less than half a second at this duty cycle anyway. This might be why my injectors haven't had a mental breakdown yet despite having done quite a number of full throttle pulls to redline

Good point from Paul about the temperature being higher in the second run (prob all that heat generated in the dyno room from mapping the car, lol).

Although if you look at the 2 dyno sheets the 2nd run has a slightly higher correction factor applied - I think this is due to the said temperature increase.

I don't think the fact that the Blitz ecu was taken to 8500RPM makes much difference as the power drops off drastically after 7250 anyway with the Blitz ECU (I only have stock Rev 3 cams).

As for the PowerFC the peak power was reached at a hair before 7000RPM - you can see it starting to drop off from 7000RPM.

I think this shows the Blitz access ECU can be a good power mod - particularly on Rev 3's where improving engine VE can give you a leaner AFR which along with the more aggressive timing maps can yield decent power - obviously I have no experience with the Rev1/2 Blitz ECU's that use the AFM.

Although there is no way I would run it as high as 17/18PSI on the BLitz ECU without the extra safety margin the water injection is giving me.

Like I said I am happy with the results and I think Rob did a good job - I will definately return there for another mapping session once I have larger injectors and a stronger engine build

[Harry]

Great article

Okay just to clarify,so Blitz ECU can be mapped by Perfect touch,as in tune it?

Harry

[SW20Paul]

The only thing with the blitz ecu is theres no way of mapping it, Its down to luck of the draw if the ecu will work well on a current engine setup.

Personaly I wouldnt want to plug something in controlling all my fueling, ignition ect without knowing if it has being mapped for a CT20 @ 1bar or a GT35 @ 2bar.

Could be right (like yours) or could end in big bills

[Kongaroo]

Great article

Okay just to clarify,so Blitz ECU can be mapped by Perfect touch,as in tune it?

Harry

Hi Harry how's things

The Blitz ECU cannot be mapped at Perfect Touch as far as I am aware - the map which yielded that 314 at the wheels was a map for a CT20b with 540cc injectors and not a TD06.

As Paul says there is some risk involved so I monitored the AFRs first using logs from my innovate wideband+auxbox at lower boost before turning up the boost gradually to 18PSI. The AFRs started around low 12's below 5700RPM and gradually work down to low 11's by 7000RPM so I knew the AFRs were still good for 18PSI prior to getting it dyno'd at PT. Although like i said I wouldn't risk running that sort boost without my water injection to keep detonation in check.

In the past there have been a number of people that posted good results over on the US forums with modified ECU's such as the Blitz and Mines on a Rev 3+ car - I believe these were also run on cars with larger than stock turbos - ie. improving engine VE - so AFRs can be leaned out slightly more to gain power.

[JMR_AW11]

Great article

Okay just to clarify,so Blitz ECU can be mapped by Perfect touch,as in tune it?

Harry

Hi Harry how's things

The Blitz ECU cannot be mapped at Perfect Touch as far as I am aware - the map which yielded that 314 at the wheels was a map for a CT20b with 540cc injectors and not a TD06.

As Paul says there is some risk involved so I monitored the AFRs 1st using logs from my innovate wideband+auxbox at lower boost 1st before turning up the boost gradually to 18PSI. The AFRs started around low 12's below 5700RPM and gradually work down to low 11's by 7000RPM so I knew the AFRs were still good for 18PSI prior to getting it dyno'd at PT at 18PSI. Although like i said I wouldn't risk running that sort boost without my water injection to keep detonation in check.

In the past there have been a number of people that posted good results over on the US forums with modified ECU's such as the Blitz and Mines on a Rev 3+ car - I believe these were also run on cars with larger than stock turbos - ie. proving engine VE - so AFRs can be leaned out slightly more to gain power.

Like I said earlier, if your JDM imported Blitz ECU has 1 or two Techtom boards in it I could read out the EPROM contents and tell you what the changes were to stuff like the rev limit and boost etc, and also tell you what mods were done to the fuel and ignition maps.

I could also mod the code to bring the rev limiter down to something sensible. 8500rpm sounds crazy to me.

[Kongaroo]

Like I said earlier, if your JDM imported Blitz ECU has 1 or two Techtom boards in it I could read out the EPROM contents and tell you what the changes were to stuff like the rev limit and boost etc, and also tell you what mods were done to the fuel and ignition maps.

I could also mod the code to bring the rev limiter down to something sensible. 8500rpm sounds crazy to me.

Hi mate, I am fairly happy leaving the limiter at 8500RPM as I find it gives me more freedom when changing up without worrying about hitting the limiter at 7250 and I don't want to open up the ECU as the 'blitz' sticker seals have to be broken in order to open the case. If I were to sell it on later and I was a potential buyer this would put me off.

But I do appreciate the offer - thanks

[Harry]

Hey Kong,

Just a thought could you not add fit an uprated fuel rail and say the next size up injectors like say hks 680cc?

Ref...

My Blitz ECU was mapped for a smaller CT20b on 540cc injectors. I am running an ATS TD06 on the stock injectors and FPR but using a Rogue 255lph intank fuel pump. I was using a mix of 99 RON Shell Vpower and some Sainsbury's 97 RON super unleaded with some octane booster that was supposed to bring it to 99 octane (couldn't find a Shell station near to Perfect Touch) so average octane should have been 99.

[Kongaroo]

Hey Kong,

Just a thought could you not add fit an uprated fuel rail and say the next size up injectors like say hks 680cc?

Ref...

My Blitz ECU was mapped for a smaller CT20b on 540cc injectors. I am running an ATS TD06 on the stock injectors and FPR but using a Rogue 255lph intank fuel pump. I was using a mix of 99 RON Shell Vpower and some Sainsbury's 97 RON super unleaded with some octane booster that was supposed to bring it to 99 octane (couldn't find a Shell station near to Perfect Touch) so average octane should have been 99.

Hi Harry, do you mean adding these things to use with the Blitz Access ECU?

Upping injector size wouldn't help with the Blitz as it would just make the car run incredibly rich (assuming it managed to run properly at all)

I suppose adding an adjustable fuel pressure regulator and increasing the base fuel pressure could richen my AFR out slightly all across the board but as the Blitz ECU AFRs are fairly good already at 18PSI there isn't much benefit to be had on the Blitz by doing that.

I read that increasing base fuel pressure to 50PSI on the stock 540cc injectors is supposed to have roughly the same effect as if you had upgraded the injectors to 600cc or so.

Don't know if there would be any benefit to fitting the AFPR and using increased base fuel pressure in conjunction with another PSI or two of boost (fuel cut is supposed to be higher than 18PSI on the blitz). Might work I suppose but I don't want to try it as I was told by Ken Blake (ATS)not to take the TD06 above 18PSI on regular petrol anyway.

Also it still wouldn't alter the fact that the blitz will still cause the injectors to peak at 95 to 97% (although the AFR would be richer).

So I guess the usefulness of this particular modified ECU has peaked at 314WHP with the TD06 on regular petrol.

I am curious though whether I would gain any more power at the same boost level if I ran it on high octane race fuel. As theoretically the Blitz ECU should increase timing until it detects the onset of knock (like the stock ECU does)

Makes me wish I owned a dyno that I could play with whenever I wanted

[Harry]

Makes me wish I owned a dyno that I could play with whenever I wanted

lol Me too!

I reckon on 102 BP FUEL bloody expensive though you would see a big difference why not run the tank low and fill up say 5 or 10L give it a go
and let us know ?

Hey see my garage on the ct20 as you see it how would you expect performance to be on my two using the blitz ecu?

[Kongaroo]

Makes me wish I owned a dyno that I could play with whenever I wanted

lol Me too!

I reckon on 102 BP FUEL bloody expensive though you would see a big difference why not run the tank low and fill up say 5 or 10L give it a go
and let us know ?

Hey see my garage on the ct20 as you see it how would you expect performance to be on my two using the blitz ecu?

For the test on race fuel to have any meaning it would have to be done at Perfect touch again - don't really fancy the 7+hour return trip just for a power run though

I saw you are running 264 cams in your vehicle garage - have these been degreed or are you running them straight up? Either way they should give you a better peak power whilst moving your whole power band slightly to the right (so better top end, slightly worse low and mid range)

So I guess one benefit you would get from a modified ECU is being able to run the car above 7250RPM which is where stock cams would show a huge power drop off while you were still making decent power.

As for actual figures on a Rev 3+CT20b, one guy in the US dyno'd his stock ECU and then his Mines modified ECU at 16PSI on regular petrol.
He went from 252WHP to 265WHP (remember these are dynojet figures so are going to be slightly higher than the wheel figures obtained on most roller type dynos in the UK, but about 6-7% lower than the reading you would get from a hyb dyno)

With your 264 cams and CT20b you might hit the equivalent of 300WHP at 18PSI on a dynojet as there are dynos on the US forums showing 284WHP at 16.5PSI on a similar setup to yourself using an ATS rom tune (modified ECU tuned for a specified setup)

I suppose it might be a worthwhile mod if you are planning to keep the stock injectors and turbo whilst trying to be in the 270 to 300WHP region without the hassle of going to standalone+dyno.

But you would definately have to get the boost setup on a dyno whilst running some sort of wideband - especially with the larger cams as you have a much greater chance of running lean I think. So for yourself might be easier/safer to just get it mapped properly on an EMS?

Are you hoping to max out your CT20b or do you have a turbo upgrade planned?

[Harry]

I saw you are running 264 cams in your vehicle garage - have these been degreed or are you running them straight up? Either way they should give you a better peak power whilst moving your whole power band slightly to the right (so better top end, slightly worse low and mid range)

Hi Kong,

Had Rogue Motorsport just fit the hks 264/264 straight in direct/straight up!

Can say the power band is very linear as in the whole operation is just mental from 0-7k odd revs it just climbs like mad no weak/soft spots
its just so rapid the speedo/revs/boost gauge just all seem to run as one.
Don't drive past 7k although she want too!!!

Was going to fit Link ECU-uprated turbo-800cc fuel injectors but we decided
to first try it out as per garage tuning completed and all was shocked
at just how quick she is currently

Turbo wise really like the Ian's Skip123 power enterprise turbo direct bolt on upgrade from Japan.

But impressed with you're Blitz ECU results