25 More HP?

^and rated on higher octane.

 

JDM Ecu is the same as the UK one. but gets its highest power rating from jap fuel which is higher octane.

Using the JDM ecu with a JDM engine and running it on normal pump gas aint going to give you that power level without a tweak or too to the boost.

 

Thats a given isnt it

 

Yeah, sorry it came out a bit blunt, but if you run a set up for high octane, thinking it will give you more power, and std pump gas, its not going to be too clever.

 

The JDM and USDM ST185 engines are mechanically identical.

JDM ecu has more aggressive air/fuel and timing maps.
Using it on less than 93octane will only net you alot of knock response.

A 3" Down pipe can get you an additional 15-20hp as it is unrestricted.

 

^ I can confirm that, a bigger diameter downpipe means a lot by itself on the 3. gen 'GTE. A friend of mine also gained some more boost with only putting on an open exhaust-system (1.05bar)

edit: sorry, I meant 2. gen 3SGTE

 

Just a little curious. The engine I have is a 2nd gen. JDM ST185 and given it has no rev limit and no speed limit; what would be the safe speed limit/rev limit for it? Given the internals are stock.

 

Hate to have to disagree here, but...

JDM ecu's DO have speed/rev/boost limits.

The fact that they produce Speed Limit Defencer/Rev Cut Eliminator/Boost Cut Controller/Fuel Cut Defencer
should be enough to convince you of this.

I also have JDM ecu's that I run on occasion in my '91 'Trac.
It has a *slightly* raised fuel cut point. (13.31psi to be exact) << That is just on mine.
Other friends with JDM ecu's have a higher OR lower fuel cut point.

Speed limit can be removed. This is a function MAINLY on JDM ecu's.

Rev limit is ALWAYS present. JDM/USDM/AUDM/EUDM does not matter.
It is there in all of the variations. To a greater or lesser degree, but there.
Anything you get will RAISE the rev cut point, not eliminate it.
That would be.. well........ dumb.

It seems that many even FACTORY ecu's had slightly different specs.
This is due to variances in resistance and tolerances of parts used.
It would be remiss on the part of the manufacturer to not have these safeties.
Think of how many people would have popped their motors by now if not.

This is just the info I have gleaned over the last 4 years.
I could always, of course, be incorrect. Pretty sure I'm not though.

-Mario

 

Thanks for the info shadow!

 

I'll do my best to post up after work tonight.
No promises though as I won't be home until after 1am.

 

All the info we have is not exact. Like I said, it varies.
If both of your 165 ecu's cut at 14.7, thats awesome.

I have both USDM and JDM 165 and 185 ecu's, fuel cut occurs on each of them at different points.
I always chalked up the variance to difference in tolerances in like market ecu's.

I do find it odd that you have no rev limit though...
Rev and speed cut are supposed to occur at their max values in 5th gear.

I will look into this further.

Thanks much Mafix.

 

In the UK the 165 ECUs I have had a played with, both have differed, from 14psi for fuel cut on 1 to 12 psi on the other. Same car same mods.
Both have had rev limits.

The 165 uk ECU will work better with higher octane fuel, 177bhp on 95 ron, 184bhp on 98 ron, although while the car was stock, the rrs used where different, so I cannot stand by those results.

A 185 engine with ECU, regardless off where its from will respond well to a d/pipe, boost upgrade and ditching the standard ata. But these engines do seem more liable to blow hgs more so than 165s or later gens. so a ST205 headgasket and arp bolts are a very sensible mod. 250-260bhp is very easy for the engine without spending too much.