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Not sure if this is the correct place to ask, but does the ECU tuning work on the MY21 range of engines? I bought the P450 version (450hp V8) back in March but it seems rude to 'strangle' the engine like this when it's capable of so much more!
Thanks in advance
Yes, with a caveat - I don't *believe* we've seen a file from the MY21 AJ133 yet. It's certainly the same MED17.8.32 protocol as the other Flexray versions, and fundamentally won't be dramatically different. It may even be identical addressing to a 2019 or 2020 MY file. Sometimes the newer file versions are very high % matches, or they just have some offset in the Hex which realigns most of the maps. Even if the version is a poor match it's just a question of Chris working through the file to identify the locations of the critical tables, sometimes review updates & changes.
But essentially the answer is yes, there's no reason we know of that the 450BHP calibration won't hit the same numbers we do with the 495, 550 or 575
Excellent and thanks for the quick reply . Only one question left I suppose is do you ship the kit to the UK, or is there a UK subsidiary I should go to?
For those of you with the tuned/pullied V6, please report your max boost. Also report whether you have the upper, lower or both pulleys. (I’ll explain later). Thanks.
Excellent and thanks for the quick reply . Only one question left I suppose is do you ship the kit to the UK, or is there a UK subsidiary I should go to?
Car is still in its first year (and barely done 3000 miles, partly no thanks to covid lockdowns here) so I'm going to steer clear of doing anything until the year is up and a few more miles are under the belt, but good to know it should be relatively straightforward
Apologies if this has been asked before - I'm curious if the VAP tune results in a persistent CEL code, or if the car thinks everything is business as usual?
Apologies if this has been asked before - I'm curious if the VAP tune results in a persistent CEL code, or if the car thinks everything is business as usual?
After the flash, there are some CEL's that take 3-4 starts to clear. After that, it's business as usual.
Assuming no issues - no codes. Coincidently when I tried to run the tune only way back when - I had a Cat going bad and a questionable injector. Shortly after putting in the tune (and my testing with a bud doing long pulls in various gears) I started getting codes. I removed the tune, took it into Jag and they replaced the parts.
Flash forward over a year from then and I installed the tune and pulley - no codes at all. It's been this way for a year or so now.
Getting very close. This is a 2020 Ftype R with crank pulley, tune, full exhaust and transmission tuning, running on a dirty runway with no prep on stock Pzeros. Given that we are 1/2 second off our fastest drag strip times with the 720S in this location, we feel confident that sub 10 seconds is easily achievable on a good strip with some stickier rubber.
Getting very close. This is a 2020 Ftype R with crank pulley, tune, full exhaust and transmission tuning, running on a dirty runway with no prep on stock Pzeros. Given that we are 1/2 second off our fastest drag strip times with the 720S in this location, we feel confident that sub 10 seconds is easily achievable on a good strip with some stickier rubber.
And I have every intention of getting there next time out. For reference, mine was without the exhaust and transmission tuning.
Question for Stuart/anyone who has some input on this:
I have the V8 VAP tune, and the other day was in the middle of a wide open throttle pull (~120mph) when the car failed to shift up (just bounced off the limiter). Car was in auto, no TCU tune or mods besides tune + dp.
Tried to replicate it a couple of times and couldn't, just wanted to see if this could be a function of the adjusted ecu mapping or something else?
Question for Stuart/anyone who has some input on this:
I have the V8 VAP tune, and the other day was in the middle of a wide open throttle pull (~120mph) when the car failed to shift up (just bounced off the limiter). Car was in auto, no TCU tune or mods besides tune + dp.
Tried to replicate it a couple of times and couldn't, just wanted to see if this could be a function of the adjusted ecu mapping or something else?
Question for Stuart/anyone who has some input on this:
I have the V8 VAP tune, and the other day was in the middle of a wide open throttle pull (~120mph) when the car failed to shift up (just bounced off the limiter). Car was in auto, no TCU tune or mods besides tune + dp.
Tried to replicate it a couple of times and couldn't, just wanted to see if this could be a function of the adjusted ecu mapping or something else?
If you only have the engine tune, means we wouldn't have any control over the trans shift points. In auto mode, even if I bumped the rpm in the engine file to something like 8,000rpm, the trans will still shift at exactly 6,500rpm engine speed. Odds are you might have a TCU update available to perform via the dealer. The TCU has various maps for different shift scenarios that will allow way over 10,000rpm engine speed (in paddle mode it'll often use the engine limiter). Basically, relies on the driver to shift via paddles or else engine rpm limiter will be hit. So, if you were in auto and not paddles, it could be one of the shift point maps is set to +10,000rpm throughout and it needs to be corrected.
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________________ Christopher Edgett Technical Director Velocity Automotive Performance Limited 214 Maple Ave. Oliver, BC Canada V0H 1T9 Office Tel: (250) 485-5126 www.VelocityAP.com Tuning@VelocityAP.com
If you only have the engine tune, means we wouldn't have any control over the trans shift points. In auto mode, even if I bumped the rpm in the engine file to something like 8,000rpm, the trans will still shift at exactly 6,500rpm engine speed. Odds are you might have a TCU update available to perform via the dealer. The TCU has various maps for different shift scenarios that will allow way over 10,000rpm engine speed (in paddle mode it'll often use the engine limiter). Basically, relies on the driver to shift via paddles or else engine rpm limiter will be hit. So, if you were in auto and not paddles, it could be one of the shift point maps is set to +10,000rpm throughout and it needs to be corrected.
So you are saying there is likely a particular set of conditions that has the car think it should be shifting beyond the limiter?
Vehicle was in for annual warranty service in February, I would think any pressing tcu updates should have been applied then.
11-10-2020, 10:29 AM
