SEEEEHR interessant was man auf den verschiedenen japanischen Seiten so alles finden kann.
Ich habe mit mal im google auf die Suche nach der Chipbezeichung gemacht die auf dem Hauptchip auf dem EFI-ECU vom YRV GTti draufsteht "D151851-3830"
Interessanterweise fand ich da genau EINEN einzigen Link, diese Seite ist zwar japanisch, aber etwa mit Altavista kann man auch diese Seite übersetzen auf englisch.
http://wrx.fc2web.com/ecucover.htm
Interessanterweise ist der Chip genau der gleiche wie in einem Nissan, Toyota und anderen Fahrzeugen.
@Packeisen diese Seite könnte für dich sehr interessant sein da genau beschrieben wird wie man den Chip DOCH umprogrammieren kann.
@yrv_driver
Wird dich interessieren da steht auch was drinnen über die beschriebenen probleme die man hat wenn man das fuel-cut umgehen möchte!
hier ein KLEINER auszug von dieser HP
(bereits mit Altavista.com übersetzt.
In beginning
Boost rises simply due to the high improvement of efficiency of the air filter which it is possible to say that with light/write tuning it does first, and the straight conversion etc. of the muffler, GDB manufacturer nominal 1.2 kg/cm2 (NB 1.0 kg/cm2) rises to 1.4 kg/cm2 + α immediately. Because it is the case that the air which it introduces increases air fuel ratio becomes thin and can call the victory, but the problem that occurs the map which genuine ECU has () with gap such as fuel injection and ignition timing occurs, the part and the thin part where it is denser than the quality which is sought develops. But if the filter and muffler exchange it is the sufficient scope of supply even with genuine ECU, when it is not attached importance that much to the notion that where partly due, is many, is. . But though with while it is normal ECU with light/write tuning that that the effect of the part is difficult to be produced, it seems.
As for rise of boost there is a problem that the fuel cut with the fuel safe function of ECU works, but you can call this problem that it is possible to evade relatively easily with the boost controller. But, as a further high performance conversion introduction of the Takaide power turbine and the metal catalyst being attached front pipe and the high efficiency turbine support pipe. When enlargement and fuel type of the intercooler which accompanies this (the pump, the regulator and the injector) strengthening etc. it is not attached in, ECU tuning probably will be you can say that it is necessary. Each company part manufacturer is the case that it hurries to the development of tuned ECU, but sale to be behind seems like the tend regarding the part manufacturer which already obtains the result with GC system. When with information of the certain magazine as the cause of that, from GC it changes in GD, simultaneously electrical system such as ECU and air flow from ユニシアジェックス make is modified to デンソー make there is a thing where, diversion of the development program not being effective one of the primary factor. In addition it is not the general-purpose tip/chip regarding デンソー, the pattern which influences also the fact that the tip/chip of customization specification is introduced largely. Regarding, GD system changing inhalation side valve timing continually by oil pressure AVCS (variable valve timing) with it introduces the technology which it controls and aims for low-speed torque rise. If variable valve timing changes and being to have controlled in ECU optimizing control of the point becomes possible, you can say that it can become rather powerful parameter, probably will be?
Is das nicht was für Hardcore Tuner????