GR Yaris The EcuTek thread

GRBadger said:
Because I haven’t a bloomin clue how to switch maps or use the launch functions as there is zero documentation with mine lol, but then again that was exactly the case with the Cobb / Mountune handset when I owned my RS.
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There is a bit of a drought of useful information provided from getting set up through to general configuration in car so that's helpful. They should provide a QR code link in the box
 
Well I am surprised. 380 FWHP out of the OEM turbo?
The thing is IHI don't publish Compressor maps which is a problem when your chasing all the HP you can get.
When I first look at the OEM turbo ages ago and I was looking at Turbine and Compressor wheel sizes and it was somewhere between a Garrett GTX 300 and a GTX 350.
Theres no doubt the IHI has a higher efficiency than the GTX but those power figures really surprise me.
Next question, whats the boost pressure.
 
p3.auto said:
Their figures seem optimistic, 250whp as mentioned on the previous page for their stage 1 means this would be about 290-300whp with similar drivetrain losses. Annoys me a bit when companies crop the whp figures out.

The tunes themselves are probably great to drive with but i'm not sure about the claimed crank figures.

Also -

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Wish companies wouldn't say this. They know they've had issues as has just about every other tuner
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I've been giving this some thought over night and don't disagree with any of your point.

When this engine was launched in the GRY it took a while for tuners to crack the ECU security. At that point they are learning the engines basic characteristics and only have a single set of data points to work with based on manufacturer defaults.

Then Toyota release the Corolla with over 10% more power. Yes, some of that is the IC/exhaust, but the map has now adapted which gives the tuners access to a second set of data points for the platform. Tuners get to see Toyota's approach to tuning this engine with the same limitations as the GRY (valve float etc.), and rather than just turning up boost and advancing timing tuners get to see the nuances of changes that have been learned by manufacturers who may have tested to destruction.

So with the learnings from the second set of data points, familiarity, cracking of more of the ECU's security they may also finessing the maps using more parameters than when they first hacked it. As you say it's a hell of a jump without significant hardware investment on the OEM turbo, but I still think if the MK2 has a spray bar IC to optimise consistency I'm going to need a better IC than the Mk1 at some point. I'm not looking for a BT conversion on this car as mid 300s seems adequate for the platform vs UK road conditions, but I'd like consistency of performance and 'reasonable' longevity of parts (eg not burning through clutches every 5000 miles!
 
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Sekred said:
Well I am surprised. 380 FWHP out of the OEM turbo?
The thing is IHI don't publish Compressor maps which is a problem when your chasing all the HP you can get.
When I first look at the OEM turbo ages ago and I was looking at Turbine and Compressor wheel sizes and it was somewhere between a Garrett GTX 300 and a GTX 350.
Theres no doubt the IHI has a higher efficiency than the GTX but those power figures really surprise me.
Next question, whats the boost pressure.
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The OEM MAP sensor is only 2bar so in theory no more than 2bar. With the cams it’ll flow way better at the top end and being on a dyno means they can time the shit out of it too. I wouldn’t expect remote tuning to go as far as that though as they can’t afford to time to the absolute limits with listening for knock live. TeamViewer is ok for mapping but you’re relying on sensor data rather than actually listening live.

As for the turbo, yeah, it must be screaming at that power level. 380hp in a car that does the occasional dyno pull or posts a spec list in the window at cars and coffee is a different world to 380hp in a car that does 20 minute track sessions flat out all day long. Watching with interest at longevity stuff as it’s a big unknown at the minute. Mine is “only” 400bhp on the hybrid turbo but I reckon there’s another 30-40hp to be found with an extra few psi and more timing. I just can’t do that until I drive to Italy 😂

Also something else that just caught my attention. I asked about whp figures on their post on Facebook and they wouldn’t give a figure, they kept saying they were “about 100hp up” and gave me the usual response when someone questions the accuracy of the dyno, fair though. But in another comment I saw this

IMG_5565.jpeg


Now, I know in the UK they’ve really clamped down on people selling or installing emissions bypass stuff like decats, so maybe there’s a bit of PR to protect themselves. But I’m even more surprised at their figures now if they claim 378hp on the stock cat/downpipe. That sounds like a LOT of backpressure and maybe how they’re getting more boost pressure out of the turbo if the downpipe pressure is helping to hold the wastegate shut, which goes back to what I was saying about how their top end power doesn’t tail off. When mh car was at Fensport Tom said the decat I had was actually causing issues at the top end as the wastegate could blow open under manifold pressure

Sorry, I sound like a right miserable old man at the minute. I just have more questions than answers and I’m not getting my hopes up that they’ll explain
 
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p3.auto said:
The OEM MAP sensor is only 2bar so in theory no more than 2bar. With the cams it’ll flow way better at the top end and being on a dyno means they can time the shit out of it too. I wouldn’t expect remote tuning to go as far as that though as they can’t afford to time to the absolute limits with listening for knock live. TeamViewer is ok for mapping but you’re relying on sensor data rather than actually listening live.

As for the turbo, yeah, it must be screaming at that power level. 380hp in a car that does the occasional dyno pull or posts a spec list in the window at cars and coffee is a different world to 380hp in a car that does 20 minute track sessions flat out all day long. Watching with interest at longevity stuff as it’s a big unknown at the minute. Mine is “only” 400bhp on the hybrid turbo but I reckon there’s another 30-40hp to be found with an extra few psi and more timing. I just can’t do that until I drive to Italy 😂

Also something else that just caught my attention. I asked about whp figures on their post on Facebook and they wouldn’t give a figure, they kept saying they were “about 100hp up” and gave me the usual response when someone questions the accuracy of the dyno, fair though. But in another comment I saw this

View attachment 27405

Now, I know in the UK they’ve really clamped down on people selling or installing emissions bypass stuff like decats, so maybe there’s a bit of PR to protect themselves. But I’m even more surprised at their figures now if they claim 378hp on the stock cat/downpipe. That sounds like a LOT of backpressure and maybe how they’re getting more boost pressure out of the turbo if the downpipe pressure is helping to hold the wastegate shut, which goes back to what I was saying about how their top end power doesn’t tail off. When mh car was at Fensport Tom said the decat I had was actually causing issues at the top end as the wastegate could blow open under manifold pressure

Sorry, I sound like a right miserable old man at the minute. I just have more questions than answers and I’m not getting my hopes up that they’ll explain
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It’s running the Akro exhaust so might retain the CAT but that exhaust replaces the very restrictive GPF doesn’t it and is practically a straight pipe? The Akro strictly isn’t street legal for that reason either is it? Funnily enough when I was talking to Iain the other day making enquiries he mentioned they had achieved that figure with a standard cat and to watch their socials. It was part of the reason that convinced me to part with my money, but yeah I imagine with the cam work it’ll rev and rev and make lots of top end power without engine damaging big torque levels?
 
GRBadger said:
It’s running the Akro exhaust so might retain the CAT but that exhaust replaces the very restrictive GPF doesn’t it and is practically a straight pipe? The Akro strictly isn’t street legal for that reason either is it? Funnily enough when I was talking to Iain the other day making enquiries he mentioned they had achieved that figure with a standard cat and to watch their socials. It was part of the reason that convinced me to part with my money, but yeah I imagine with the cam work it’ll rev and rev and make lots of top end power without engine damaging big torque levels?
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It still revs to the same rev limit from what I can see but yeah the cams will improve the efficiency of the top end, the 267-A cams are worth a good 20-30hp.

The cat is still a massive restriction though. Personally I’d be watching EGT’s like a hawk because the standard car doesn’t have a sensor for them, I think they’re just calculated. I run a dedicated sensor on the Syvecs and I know how hot mine gets even with a notcat
 
p3.auto said:
It still revs to the same rev limit from what I can see but yeah the cams will improve the efficiency of the top end, the 267-A cams are worth a good 20-30hp.

The cat is still a massive restriction though. Personally I’d be watching EGT’s like a hawk because the standard car doesn’t have a sensor for them, I think they’re just calculated. I run a dedicated sensor on the Syvecs and I know how hot mine gets even with a notcat
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I’m looking to get a HJS for mine soon partly because I want a little bit more of a growl for my almost stock sounding Legamax but also because I believe that running a lot more power isn’t going to be good for the stock CAT and EGTs as you say. Cams and springs are def something I’d consider in the future now that they can be properly tuned.
 
p3.auto said:
It still revs to the same rev limit from what I can see but yeah the cams will improve the efficiency of the top end, the 267-A cams are worth a good 20-30hp.

The cat is still a massive restriction though. Personally I’d be watching EGT’s like a hawk because the standard car doesn’t have a sensor for them, I think they’re just calculated. I run a dedicated sensor on the Syvecs and I know how hot mine gets even with a notcat
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I'd love to have a EGT sensor too. just the install of one is bit of a work with stock headers.
Sent a msg to Acme recently. Would be happy with solid 330-340hp with current hw. It's more fun to drive a car that works ws a dyno queen.
 
Michael Knight said:
I'd love to have a EGT sensor too. just the install of one is bit of a work with stock headers.
Sent a msg to Acme recently. Would be happy with solid 330-340hp with current hw. It's more fun to drive a car that works ws a dyno queen.
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You could set up an external gauge pretty easily, just drill and tap the downpipe and install a probe. Obviously a few degrees cooler than in the manifold but at least gives you an idea what’s going on
 
GRBadger said:
3 base files just sent through for me to go and do some data logging with. What good customer service on a Sunday. Very excited to test out and will share my experiences shortly 👍
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That is good. They’re probably swamped with enquiries too as it seems a lot of people have been waiting for this
 
@p3.auto I understand your queries. I agree the numbers are high but not that high.

First off, it kinda applies to all stages.
Stage 1 used to be 300-310, now its 325bhp
Stage 2 used to be 320-30, now its 345bhp
Stage 2+ (springs+cams) used to be 350-360, now its 375bhp

But there is a difference. The torque they get out is much less, very wise. Lower combustion pressure, lower forces, less heat, just generally good for reliability.

Second, the peak power comes late, @7000rpm. If we take the Stage 2+ example, not seldom it had 350bhp already at 5500rpm and stayed there. Now it's only 330hp-ish at that point. Average power 5000-7000rpm is thus more or less unchanged, meaning heat load is about the same going through the gears. But again peak pressures are lower. However LM has apparently found a way of increasing power near the redline. With better control of boost, timing, cams, injectors, they maybe found an additional 20hp near redline. If it's reliable, I don't know, but I know I prefer that for fun. And overall, I think the tuning looks very well thought out to me, and the fact they dare to give warranty of any kind (have not checked the terms) is quite telling.

As for track use, no tuner anywhere near those numbers will be able to sustain that. Then one should hope the various temp limits are well judged.... Well you should not rely on that, if you do track, just get a much more conservative map based on how temps develop, basically what multimap is for?
 
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Onehp said:
@p3.auto I understand your queries. I agree the numbers are high but not that high.

First off, it kinda applies to all stages.
Stage 1 used to be 300-310, now its 325bhp
Stage 2 used to be 320-30, now its 345bhp
Stage 2+ (springs+cams) used to be 350-360, now its 375bhp

But there is a difference. The torque they get out is much less, very wise. Lower combustion pressure, lower forces, less heat, just generally good for reliability.

Second, the peak power comes late, @7000rpm. If we take the Stage 2+ example, not seldom it had 350bhp already at 5500rpm and stayed there. Now it's only 330hp-ish at that point. Average power 5000-7000rpm is thus more or less unchanged, meaning heat load is about the same going through the gears. But again peak pressures are lower. However LM has apparently found a way of increasing power near the redline. With better control of boost, timing, cams, injectors, they maybe found an additional 20hp near redline. If it's reliable, I don't know, but I know I prefer that for fun. And overall, I think the tuning looks very well thought out to me, and the fact they dare to give warranty of any kind (have not checked the terms) is quite telling.

As for track use, no tuner anywhere near those numbers will be able to sustain that. Then one should hope the various temp limits are well judged.... Well you should not rely on that, if you do track, just get a much more conservative map based on how temps develop, basically what multimap is for?
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Agreed on all the above.

However. It begs the question of “what’s the point?”

What good is a 380hp car if you detune it whenever you want to drive the car hard? At that point it becomes a marketing tool to say yes the engine CAN do it, we just never drive it like that. Take it to a track, get beaten by Fiestas and then say “oh I was in a lower power map”… but people will be quick to say it’s a 380bhp car. It just invites scrutiny.

Exhaust manifold pressure must be sky high too with having the standard cat still in place. That’s the bit that really surprises me because in theory that would make a 400hp car with no cat and there is no chance the OEM cooling system was designed to sustain a roughly 50% increase in power so again it comes back to longevity. Despite having no compressor map available I doubt there was scope for that kind of gain when the car was engineered, just look at the valve springs that are barely adequate for the stock engine, why would they then pick a turbo so low in its efficiency curve to give headroom to max out?

LM don’t offer any warranty on remote mapping according to their advert.

Personally I want to see real world performance rather than dyno figures so I’ll leave it to those of you who have the Ecutek maps to go out and gather data to get a better idea of what it’s doing.
 
MPS did 400hp already more then 2 years ago on full decat. Stock turbo and intake, aftermarket IC.

One could say the same for the whole tuning scene. Most tuning doesn't hold for 24h endurance races. It's for top trumps at the bar or on Dragy. Others just enjoy a little extra butterflies when pressing the loud pedal occasionally.

Personally, I'm at 310hp/400Nm now roughly, I would like the (hopefully) better driveability of a decent remap and I do enjoy a little rush to the redline (which I miss on most turbo cars...). Don't track so I would be fine with 340hp+ top end if it's reliable for fun drives...
 
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warren_RS3 said:
I told them the mods that were on my car, then they emulated it with their own car and did some dyno runs. Of course it's not the same as having the actual car on the dyno, but it saved me a 6 hour round trip, and what they can offer is once you have run the base file for a bit, you run some logs, post the figures back and then they read the log files and amend and reupload the map according to how the car is performing (or not) based on your mods or changes. Also if the local Toyota dealer over writes the map with an update you can just reupload it from your phone. That is a brown trouser moment as when you upload the map using the phone you get about 8-10 error messages on the digital panel between the clocks, but then the app runs a DTC clearance procedure to clear the codes and you're good to go
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I am very interested in this, they are down the road from me, I currently have the Colin’s remap, I have called to see them and they say than can still tune
My car.
I need to go forward with tuning and Litchfields seem to be the place, allong with wifbitz.🚗💨💨
 
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