Jump to content
SAU Community

Recommended Posts

  • 8 months later...
has anyone found out if this is actually possible with the r33 rb25det pfc on the r32 rb20det??? I'd love to know if its true or myth!

Cheers

I have the datalogit software for RB25det which covers the following PFC's

RB20DET

RB25DET

RB251PRO

The interface and software are the same but the maps are not. So if you think you can just plug it in and away you go you would be wrong. You will need the default map to start with in a RB20DET which would be different to the Default map for a RB25DET

I may test this out soon ppls.

The RB30DET won't run on the stock RB20DET maps, I assume this is due to the head being a RB25 (bigger valves/ports etc).

From what I've heard the RB25DET ECU will run the RB30DET with no problems.

All I have to do now is try to find some one with a R33 PowerFC willing to do the test.

Does that mean it would be fine, as long as you tuned it carefully straight away?

If true, this would be great news, as the R32 Gtst PFC is still worth about $2000 new. (compared to R33 at about $1100)

Does that mean it would be fine, as long as you tuned it carefully straight away?

If true, this would be great news, as the R32 Gtst PFC is still worth about $2000 new. (compared to R33 at about $1100)

Id say you will need the default's which the RB20DET PFC comes with for it to work. There is more to a PFC than just Ign & Inj map's. If we can get a R32 PFC on a datalogit laptop and then save the default's and use them in a R33 PFC on a R32 in theory this should work. Although if you ever needed to do a PFC reset the maps would default back to R33.

Be interested to see if SK has anything to add to this thread.

I was looking on nengun and greenline they're about 1300-1400approx landed. Thats the AP engineering model (low impedence injectors only), only the ECU, no hand controller.

But if the r33 works, it makes things heaps easier, since theres more floatin around.

Does that mean it would be fine, as long as you tuned it carefully straight away?

If true, this would be great news, as the R32 Gtst PFC is still worth about $2000 new. (compared to R33 at about $1100)

If you look at the pins on the R33 ECU a few of them dont match the R32 wiring, so there is definitely a need to fiddle with wiring to get it working. If it woks, but i suspect it can be made to work, but not positive

Be interested to see if SK has anything to add to this thread.

Or in this case troy

If you look at the pins on the R33 ECU a few of them dont match the R32 wiring, so there is definitely a need to fiddle with wiring to get it working. If it woks, but i suspect it can be made to work, but not positive

I guess that means the ECU's have different looms and I would'nt fark with it.. If you blow a PFC, $2000 for the specific model would of seemed a sweet deal

I had a hang up that i wanted to use the Pro which isnt available with the R32 so looked into it.

But some things to consider,

For:

- injectors same impedence

- coil packs are interchangeable between engines

- both from the same RB family

However:

- its a big assumption to assume that things like water temp, idle control valves etc are all 0-5V or same resistances and therefore compatible

- some of the injector pins dont match up in the plugs but majority of wires do.

If an R33 owner went RB30 it would be interesting to see them have a play with a re-mappable R32 ECU in their car, if a bit of a play means you can tune the RB20 ecu to run it then i would be more confident in plugging in the $1500 Pfc into an R32 and seeing what works/how it works

hehe Series 1 R33's used a PTU to control ignition, series 1.5 and Series 2 had the PTU included in the ECU... now... RB20's don't have VVT like later model RB25's... do the maths, its not simple just plugging in a Rb25 Power FC.

However, if one was to trick the power FC into thinkiing it was running a really early model RB25DET then that should work just fine. End result... its a lot easier to find and buy an AP engineering power fc anyways.

Create an account or sign in to comment

You need to be a member in order to leave a comment

Create an account

Sign up for a new account in our community. It's easy!

Register a new account

Sign in

Already have an account? Sign in here.

Sign In Now


  • Similar Content

  • Latest Posts

    • As I said, there's trade offs to jamming EVERYTHING in. Timing, resources etc, being the huge ones. Calling out the factory ECU has nothing to do with it, as it doesn't do any form of fancy boost control. It's all open loop boost control. You mention the Haltech Nexus, that's effectively two separate devices jammed into one box. What you quote about it, is proof for that. So now you've lost flexibility as a product too...   A product designed to do one thing really well, will always beat other products doing multiple things. Also, I wouldn't knock COTS stuff, you'd be surprised how many things are using it, that you're probably totally in love with As for the SpaceX comment that we're working directly with them, it's about the type of stuff we're doing. We're doing design work, and breaking world firsts. If you can't understand that I have real world hands on experience, including in very modern tech, and actually understand this stuff, then to avoid useless debates where you just won't accept fact and experience, from here on, it seems you'd be be happy I (and possibly anyone with knowledge really) not reply to your questions, or input, no matter how much help you could be given to help you, or let you learn. It seems you're happy reading your data sheets, factory service manuals, and only want people to reinforce your thoughts and points of view. 
    • I don't really understand because clearly it's possible. The factory ECU is running on like a 4 MHz 16-bit processor. Modern GDI ECUs have like 200 MHz superscalar cores with floating point units too. The Haltech Nexus has two 240 MHz CPU cores. The Elite 2500 is a single 80 MHz core. Surely 20x the compute means adding some PID boost control logic isn't that complicated. I'm not saying clock speed is everything, but the requirements to add boost control to a port injection 6 cylinder ECU are really not that difficult. More I/O, more interrupt handlers, more working memory, etc isn't that crazy to figure out. SpaceX if anything shows just how far you can get arguably doing things the "wrong" way, ie x86 COTS running C++ on Linux. That is about as far away from the "correct" architecture as it gets for a real time system, but it works anyways. 
    • Holy hell! That is absolutely stunning! Great work!!!
    • It does when you start adding everything else in. But it's not just compute. It's the logic. Getting your timing right (I'm not meaning ignition timing for the engine). Making sure of your memory mappings, seeing your interrupts. Microcontroller devices only have so much capacity. For the most part, you want all those timers and interrupts in use on your engine control, which means you're left with less than ideal methods for timing and management of other control functions.   Let's put it this way, my job is all about building custom hardware, that goes into cars, and integrates with them. We're also waiting on a media confirmation from SpaceX too fora world first we've just completed with them in NZ too. It's not just the little toys I play with. But you know, you can think and believe what you want.
    • I don't think it's a good buy, the trend looks bad     lol.
×
×
  • Create New...