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raw striker
600 ecu does everything you need. tbh there is no point in running a 710 on that kind of engine unless you really really want to use the data logging function.
600 is about £550 compared to the 710 at around £850.
running the 600 on a standard engine is worth it though. throttle response is night and day compared to the fbw one and you we see gains of around 10bhp. but its more the fact that its then future proof if you later decide to go for itb's or a supercharger kit ect.
600 is about £550 compared to the 710 at around £850.
running the 600 on a standard engine is worth it though. throttle response is night and day compared to the fbw one and you we see gains of around 10bhp. but its more the fact that its then future proof if you later decide to go for itb's or a supercharger kit ect.
anything wrong with the stock unit?
(yes i have just poured petrol on the fire :rasp:)
<3
anything wrong with the stock unit?
(yes i have just poured petrol on the fire :rasp:
getting hot in here or is it just me..
anything wrong with the stock unit?
(yes i have just poured petrol on the fire :rasp:
if your wanting throttle bodies next year......yes! lol
plus FBW throttle response is S L O W
ITB'd MK1
ITB'd MK1
it's not twin VVT, it's constantly variable angle, rather than switched between 2 positions, having the control makes a big difference to torque. You also have coil on plug so you can run fully sequential ignition with a 710, rather than converting to a wasted spark setp
Only Inlet cam VVT on the 197 but its fully variable. That and the fact its got COP as standard so you may as well retain that.
Throttle response is an arguable point as having full control of the opening rate and being able to control the resulting transient from the throttle opening with precision can often yield more than the percieved 'kick' of snapping a cable throttle open. Okay to some point an OEM DBW calibration will be optimised for reduced drivetrain shunt but if you look at the torque delivery rates its generaly not that different over 400ms of WOT. Put it this way the majority of the petrol field at Lemons this year were running DBW and they don't exactly complain of poor throttle response! The 197 calibration will allow idle throttle to WOT in circa 290MS which isn't exactly slow but offers sufficent time to control the transient, during the opening torque is still ramping up so its not like you have 290MS of dead time either.
Worth noting as well any aftermarket ECU won't retain the standard TCS, ESP, Cruise etc. etc.
Just my 2p's worth.
Cheers
M
Throttle response is an arguable point as having full control of the opening rate and being able to control the resulting transient from the throttle opening with precision can often yield more than the percieved 'kick' of snapping a cable throttle open. Okay to some point an OEM DBW calibration will be optimised for reduced drivetrain shunt but if you look at the torque delivery rates its generaly not that different over 400ms of WOT. Put it this way the majority of the petrol field at Lemons this year were running DBW and they don't exactly complain of poor throttle response! The 197 calibration will allow idle throttle to WOT in circa 290MS which isn't exactly slow but offers sufficent time to control the transient, during the opening torque is still ramping up so its not like you have 290MS of dead time either.
Worth noting as well any aftermarket ECU won't retain the standard TCS, ESP, Cruise etc. etc.
Just my 2p's worth.
Cheers
M
I like the idea of running the 600 on a near stock 182 engine with a cable throttle. Obviously throttle response and and the slight power increase would be welcome but as a stepping stone to ITB's it makes a lot of sense.
ITB'd MK1
ITB'd MK1
Normally is. that's just the ECU though, you need a loom and a few other bits
172 5HED
double doh :dapprove::dapprove:
ITB'd MK1
it's new, from a dealer who sells on ebay
raw striker
it's a 197
whoops
totally missed that slight fact. lol. ummmmm yes, ul be needing a 710 then.you will also need to find a manual pedal that can be made to fit. although the cable routing is a pig as there isn't really anywhere on the 197 to put it through the bulkhead in front the pedal. however option 2 is we do have a pedal kit designed from when we did the 197 itb kit. still have about a dozen pedals here if its something you want to consider doing in the future.
anything wrong with the stock unit?
(yes i have just poured petrol on the fire :rasp:
..Nearly.. But not quite...
ITB'd MK1
Best is VERY subjective, and there's multiple justifications in each direction. Tuners use what they get on with the best and know the intricacies of. Some will choose the most basic ECU so they dont have to look at as many parameters, some will sell the most expensive and have very little idea of the potential of the unit, and some will sell what is best for the job in each case.
Someone who knows the ins and outs of a powerful ECU is a rare commodity, but the potential for better results is huge. Others will just say buy such and such, it's simple. Normally they're simple because they dont DO anything.
well, ive only ever decided on omex because its well branded and its what people generally seem to use on the 1*2's
