Hi guys
I read this thread GS MCV part differences before and one of the member mention about the re-map ECU on Maserati. I want to share my experiences with you guys. The guy in Melbourne Australia tuned my stock factory GS.
This is the email from the tuner to me about the explanation of the dyno graph
Alvin,
I forgot to mention, File 2 also includes the F1 shift adjustment map changes. I made changes to the low/mid rpm (2200 to 5000) shift response value in the order of 12%. You will see the up shift delay take half as long as before with this adjustment. I expect that this will address the "laggy shift" you have been complaining about.
Thanks
Ray
Hi Alvin,
It was a long hard day on the dyno with your car yesterday, and the weather did not make it any easier. With all the adjustments made, it is easier to understand if I outline the calibration file changes and the dynograph result.
File A - Modification to the throttle response. As per your request the throttle pedal to throttle butterfly response was increased to reduce the lag/delay in throttle opening, much the same as what Formule Dynamics is offering. This is achieved by making adjustments in 2 maps within the calibration file, the throttle deflection map, and the torque request map. Note that I have not gone too sharp with this as you could end up with a car that is overly sensitive in the wet. You will not be able to see any difference in the dynograph with these adjustments, but on the road the throttle should feel much lighter, and far more "crisp" than compared with before.
File B (incorporating File A) - Modification to the fuel delivery/injection. Adjustments were made to 3 maps within the calibration file, the part throttle, full throttle and air mass flow sensor maps. The part throttle maps were leaned out linearly from 2200 rpm to redline, to a maximum of 6%. As measured on the dyno with the calibrated lambda sensor, the mixture was a fraction rich (as expected from factory trim), and this adjustment brought the air/fuel ratio closer to stoichometric ideal without causing any ill effects. Result is a mild increase in torque in the mid-rpm band, as well as fractionally better fuel economy (around 4% to 5%).
Adjustment to the full throttle maps were pretty much similar to the part throttle maps, with a linear reduction in fuel from 2200rpm to redline at a maximum of 5%. Again this gives us an increase in torque/power as we move closer to the air/fuel stoichometric ideal. You will be able to feel this change on the road from 4500rpm, and it is very obvious on the dynograph with around a 10kw (at the wheels) increase from this engine speed all the way to the redline. Note also the air/fuel ratio is still in the safe range, so don't worry about any mechanical issus with the inclusion of this adjustment.
As there was a shift in power band, and the air mass flow sensor would actively react to the changes, so to balance out the overall fuel delivery, an adjustment was made to the air mass flow sensor map. You will note the significant change in the shape of the air/fuel ratio map as a sign of the changes in this file.
File 1 (incorporating File B) - Modification to the ignition timing. Adjustments were made to 2 maps within the calibration file, the part throttle ignition timing, and the full throttle ignition timing. As we typically use fuel to achieve our gains in the low to mid range of the power band, an increase in ignition timing in the upper rev band netts a power increase where power starts to fall of in factory calibrations. I applied a compound increase in both maps from 4400rpm to redline, with a peak increase of 6deg BTDC beyond 6000rpm. This is reflected on the dynograph with an extension of the power band, but will be obvious on the road with a free pulling sensation in the upper rev range.
File 2 (incorporating File 1) - Final calibration adjustment for fuel and ignition balance.
Note that the dyno ramp rate was set to 5km/h/s and done in 4th gear. Power figures were at the wheels. *** I could have provided a higher power output, by increasing the dyno ramp rate to 12 or 15km/h/s (sometimes called "shootout mode"), but it would have been unrealistic, and we would not detect critical detonation if there was any, just a nice power figure.
The entire process took approx 6.5hrs on the dyno, and the ambient temperature at the dyno exceeded 39deg C. I would say that this is a decent result for your stock standard GS.
Let me know if you would like more information. And thanks for your support.
i got him to do it because i know him pretty well and he did all my cars. As far as i know he does the re-map ECU for super car club Melbourne and Indonesia. i took some photo in his workshop. The other good thing with what he did into my car is he download all the data on my car and he keeps all the original data from my car, next time if i want to put the car back to stock he just needs to upload it back or if something goes wrong with my ECU i just need second hand 4200/GS ECU and he can upload my data back to the second hand ECU.
In the end, im happy with the result and also he gave me a reasonable price for the re-map, considering if i buy ECM and DBW from FD it will cost me over USD3000 (ECM USD1995 and DBW USD 1295)+freight and install.
[video]http://www.facebook.com/photo.php?v=10151265345315999[/video]
I read this thread GS MCV part differences before and one of the member mention about the re-map ECU on Maserati. I want to share my experiences with you guys. The guy in Melbourne Australia tuned my stock factory GS.
This is the email from the tuner to me about the explanation of the dyno graph
Alvin,
I forgot to mention, File 2 also includes the F1 shift adjustment map changes. I made changes to the low/mid rpm (2200 to 5000) shift response value in the order of 12%. You will see the up shift delay take half as long as before with this adjustment. I expect that this will address the "laggy shift" you have been complaining about.
Thanks
Ray
Hi Alvin,
It was a long hard day on the dyno with your car yesterday, and the weather did not make it any easier. With all the adjustments made, it is easier to understand if I outline the calibration file changes and the dynograph result.
File A - Modification to the throttle response. As per your request the throttle pedal to throttle butterfly response was increased to reduce the lag/delay in throttle opening, much the same as what Formule Dynamics is offering. This is achieved by making adjustments in 2 maps within the calibration file, the throttle deflection map, and the torque request map. Note that I have not gone too sharp with this as you could end up with a car that is overly sensitive in the wet. You will not be able to see any difference in the dynograph with these adjustments, but on the road the throttle should feel much lighter, and far more "crisp" than compared with before.
File B (incorporating File A) - Modification to the fuel delivery/injection. Adjustments were made to 3 maps within the calibration file, the part throttle, full throttle and air mass flow sensor maps. The part throttle maps were leaned out linearly from 2200 rpm to redline, to a maximum of 6%. As measured on the dyno with the calibrated lambda sensor, the mixture was a fraction rich (as expected from factory trim), and this adjustment brought the air/fuel ratio closer to stoichometric ideal without causing any ill effects. Result is a mild increase in torque in the mid-rpm band, as well as fractionally better fuel economy (around 4% to 5%).
Adjustment to the full throttle maps were pretty much similar to the part throttle maps, with a linear reduction in fuel from 2200rpm to redline at a maximum of 5%. Again this gives us an increase in torque/power as we move closer to the air/fuel stoichometric ideal. You will be able to feel this change on the road from 4500rpm, and it is very obvious on the dynograph with around a 10kw (at the wheels) increase from this engine speed all the way to the redline. Note also the air/fuel ratio is still in the safe range, so don't worry about any mechanical issus with the inclusion of this adjustment.
As there was a shift in power band, and the air mass flow sensor would actively react to the changes, so to balance out the overall fuel delivery, an adjustment was made to the air mass flow sensor map. You will note the significant change in the shape of the air/fuel ratio map as a sign of the changes in this file.
File 1 (incorporating File B) - Modification to the ignition timing. Adjustments were made to 2 maps within the calibration file, the part throttle ignition timing, and the full throttle ignition timing. As we typically use fuel to achieve our gains in the low to mid range of the power band, an increase in ignition timing in the upper rev band netts a power increase where power starts to fall of in factory calibrations. I applied a compound increase in both maps from 4400rpm to redline, with a peak increase of 6deg BTDC beyond 6000rpm. This is reflected on the dynograph with an extension of the power band, but will be obvious on the road with a free pulling sensation in the upper rev range.
File 2 (incorporating File 1) - Final calibration adjustment for fuel and ignition balance.
Note that the dyno ramp rate was set to 5km/h/s and done in 4th gear. Power figures were at the wheels. *** I could have provided a higher power output, by increasing the dyno ramp rate to 12 or 15km/h/s (sometimes called "shootout mode"), but it would have been unrealistic, and we would not detect critical detonation if there was any, just a nice power figure.
The entire process took approx 6.5hrs on the dyno, and the ambient temperature at the dyno exceeded 39deg C. I would say that this is a decent result for your stock standard GS.
Let me know if you would like more information. And thanks for your support.
i got him to do it because i know him pretty well and he did all my cars. As far as i know he does the re-map ECU for super car club Melbourne and Indonesia. i took some photo in his workshop. The other good thing with what he did into my car is he download all the data on my car and he keeps all the original data from my car, next time if i want to put the car back to stock he just needs to upload it back or if something goes wrong with my ECU i just need second hand 4200/GS ECU and he can upload my data back to the second hand ECU.
In the end, im happy with the result and also he gave me a reasonable price for the re-map, considering if i buy ECM and DBW from FD it will cost me over USD3000 (ECM USD1995 and DBW USD 1295)+freight and install.
[video]http://www.facebook.com/photo.php?v=10151265345315999[/video]
