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Thread: Unichip installed in Corolla 1.3L GLi 2012 with huge enhancement in performance

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    Default Unichip installed in Corolla 1.3L GLi 2012 with huge enhancement in performance

    Aoa PW fellow members and friends,

    I test drove the Gli 1.3 L last year before actually buying a new one because every one said that its underpowered, it doesnt have appropriate pickUp/Power, it is not responsive and so on.
    Well, I acknowldege all of the above!!
    Since I test drove my friends GLi, so I seconded all the issues but still had to buy GLi because there was one BIG issue which I had no solution to and that was "My Wife" ........ She liked the looks of Corolla.........and I had to go for its looks the same way I did at the time of my Marriage which I usually refer to as a Mirage. Lols....... Well, jokes apart.

    I have been driving my GLi since Septemeber last year and was seriously thinking to sell it and get an Altis just because of one reason..............Under Powered interms of PickUp/intial accleration and very poor responsiveness to the accelarator pedal. Then I came to know about Unichip. I visited thier website (Unichip.pk) and thier international global website (Vehicle Fine-Tune | Chip Tuning | Unichip Home). I latter on called them and took appointment. Today after a detailed brain storming session with Mr. Yasir (Owner of Unichip distribution in Pakistan and a very technical engine tuner), I finally got this system installed.

    Won't go in details as to what it is and how it works? It's already mentioned in detail on thier website. Just Three Words.
    MY CAR ROCKS after the installation.
    Its a long process. The main part is building up the MAP for your car's engine. They are very expert tuners and basically adjust the low end torque, ignition timing and a lot of other things etc.
    I am really surprised as how much responsiveness my car has gained. The driveability experience has improved by 100%. For example, In 3rd gear at 40Km/Hr speed, the car gives a sudden feeling of accleration on depressing the pedal even with a light foot which by the way Gli does'nt give on even the first gear. PickUp issue has obviously been resolved and there is no lag between depressing the accelartor and engines response. It also improves the fuel average.
    I drove back from Islamabad to Rawalpindi trying and testing different scenarios with the car and found it to be perfect.

    I highly recomend everyone to get this thing installed. It works like Magic.
    Highly impressed by the system and the technical know how of Mr. Yasir.
    Here a few pictures I shot during the installation. Couldn't take the pictures of tuning session (MAP building) as it rained and hailed like anything in Islamabad today.
    My advice to people..........Give this system priority over even tyre change (which is the first thing everyone does after getting a car). Its definetly a MUST HAVE Upgrade.
    Will report the fuel average on next top up.
    Enjoy.

    2nd performance tuning Pictures + Fuel average Pictures Updated on Page 12


    Attached Images Attached Images                
    Dr. Tausif Ahmed.

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    Quote Originally Posted by Newton View Post
    No therz no difference in pickup and drive of xli / gli and seats too no diff at all

    Sent from my GT-I9100 using Tapatalk 2
    There is a noticeable difference bro. Do check ! Rest for the seats, i am comparing 2011 Gli and 2011 Xli.. Dont know about older Glis & Xlis.

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    Quote Originally Posted by SER_GTR View Post
    Also Confirm What Sensors Make Difference???

    1st Thing Which Makes Most Difference Are Not Sensors BUT ECU's.....Check Their Part No And Then HEad Towards Main LOAD Sensors Like MAF , TPS And 02 Sensor(If Any)

    Regarding Uni-Chip So Its A Piggy-Back Which Works Side By Side With ECU And Alter Your Fuel Maps........The Injector Duty Cycle And IGN Timing (MAYBE)

    What I Don't Get Is How ECU Works As Well As Piggy-Back Side By Sude...As When Installing Piggy Backs.....ECU Readings Are Altered And Piggy Backs Readings Are Actually Implemented . Its Will All Piggy Backs Like VAFC/Safc..Emanage Etc

    Sometimes ECU Just Revert Back Piggy Backs Readings To Their OWN As They Read A Difference In Sensor Readouts And Simply Switch Maps....! You Need To Actually Have An Eye On It To Know If Its Really Working Like When Its Putted Or Its Just Running On Placebo Effect.....Wide band Helps You In That Along With Data Logging...!
    I heard my vehicle's ECU learns out performance modifications. Will my OEM computer learn out the changes being made by the Unichip?
    Short answer - No.


    Long answer - The technical term for learning is "adaptation." All OBD2 compliant ECU's adapt, they all adapt roughly the same way, they all adapt roughly the same amount, and they all adapt in roughly the same time frame. Adaptation is a critical part of OBD2 compliance, drivability, reliability, and maintenance. The OEM wants the ECU to adapt, Unichip wants the ECU to adapt, and you want the ECU to adapt... assuming you have an aftermarket computer to handle it for you.


    No OBD2 compliant ECU will learn out a correctly programmed Unichip and in fact vehicles modified with bolt-on intakes and exhausts will always be "less" adapted with the Unichip than without it.


    Technical answer - Vehicle manufactures want to cost effectively mass produce vehicles and must comply with strict emission requirements. Faced with manufacturing stacking tolerances, variable ambient conditions, changing driving styles, and parts that begin wearing out the moment the vehicle leaves the factory, they nonetheless must produce vehicles that consistently and precisely comply with governmental regulations and deliver good performance. To do so, they use a "learning" computer to control the engine's operation. "Learning" computers, called adaptive computers, benefit the OEM in two ways...





    o First, if the computers didn't adapt, the parts would have to which means every individual vehicle would have to be tuned because of stacking tolerances. That would make everything cost significantly more and might make production prohibitively expensive.


    o Second, using the adaptive computer to enable each vehicle to age gracefully and not have to come in for service every six months. Without these computers, even after being individually tuned after production, each vehicle would need to be tuned frequently as its components wear out. With these computers, wear and tear is automatically compensated for and when you finally do have to get a tune up at 100,000 miles or so, you're really replacing worn out parts not tuning.





    Stacking Tolerances


    The first challenge the OEM faces is known as stacking tolerance which means that every single vehicle is a unique "stack" of thousands of parts, each of which has individual manufacturing "tolerance." If you've ever made anything, you know from experience creating two identical widgets is very difficult, which means time consuming, which - for manufacturing companies - means expensive.


    Creating "close" widgets is much easier, quicker, and less expensive than producing identical widgets. If you can somehow adjust differences between your close widgets, they effectively become identical which means you can reduce widget cost while getting the same performance out of them. The engineering term for that adjustment "normalization." All OBDII and later ECU's normalize so that every vehicle performs correctly despite each one's different widgets.





    Emissions requirements


    All around the world, pollution and emissions are a priority and many governments mandate specific emissions compliance for vehicles. Regardless of the circumstances, the vehicle's exhaust gasses must either be within a narrow chemical range or the vehicle must indicate that it is not compliant.


    Last month in the How much will my gas mileage improve with the Unichip blog I went into some depth about OBD2 compliant ECU's normalization for emissions and rather than rehashing all that here, take a look at that blog entry. In this entry, suffice it to say here that without ECU adaptation your vehicle wouldn't be legal and that it's engine is operating in places where the OEM ECU monitors and corrects performance (Closed Loop) and areas where it doesn't (Open Loop).





    ECU learning


    So, the OEM computer learns to eliminate variances caused by parts so those parts all work as required. The OEM computer corrects variances arising from stacking tolerances and wear and tear but there's yet another variance... aftermarket performance components. Even though these aren't planned for by the OEM, to the OEM computer a variance is a variance and regardless of what causes it and the computer uses exactly the same adaptation schemes to correct it.





    Modified engine operation without the Unichip


    Assuming a vehicle is a nominal production article with fairly light miles on it, the stacking tolerances and wear and tear typically yield LTFT's (read adaptation) of + 2 or less. In the case of a +2 value, that means the engine is operating slightly lean and the OEM computer is compensating (adapting/learning) by increasing fueling 2%. As the operator, you would never know anything is happening because the vehicle operates exactly as it is and no lights come on... exactly as designed. The OEM computer will continue quietly adapting until it reaches (depending upon programming and varying by manufacturer) between + 20-25% at which point it will pop a Check Engine Light (CEL) to tell you something is wrong.


    Take that same vehicle and install a typical aftermarket Cold Air Intake (CAI) and exhaust and the LTFT's will quickly jump significantly... generally somewhere around +15. That's because the CAI is designed to trick the OEM computer into believing the engine is processing less air than it really is... because there's less perceived air, the OEM computer injects less fuel. Because the actual airflow is unchanged, the reduced fueling makes the engine a little leaner which makes a bit more power. The problem is that with "fixed" mechanical parts, the CAI engineer's Open Loop changes made for power (where the OEM computer isn't watching) also cause changes in Closed Loop (where it is). To the OEM computer, those "power" changes are variances and it's going to adapt to correct them. Sometimes that adaptation is complete and sometimes it's partial but in any case there are impacts when you put on those bolt-on parts.





    o On vehicles with very low LTFT's, the vehicle is immediately much closer to the CEL trigger point as soon as the CAI goes on and it will probably get a CEL much quicker as wear and tear sets in. If your vehicle has a few more miles, or if it's not a nominal production article from a stacking tolerance perspective, you might get a CEL as soon as the intake is installed.





    o On any vehicle, because the fueling changes required at high engine airflow (called load) and at low engine airflow aren't the same, and are generally very different, bolt-on parts that create fixed changes will always be seem as a problem by the OEM computer and create LTFT's. Depending upon the vehicle and the bolt-ons, you may lose all of the performance benefit from the bolt-ons as the OEM computer adapts.





    Modified engine operation with the Unichip


    Because each Unichip calibration is built for specific kinds of parts, each is designed to eliminate the problems those parts create as the OEM computer tries to adapt to them. The OEM computer doesn't see anything to adapt to because we literally build the adaptation normally associated with those parts into the Unichip maps which does two things.





    o First, if a set of parts creates a +15 LTFT without the Unichip, the adaptation values in the Unichip map mean the OEM computer's LTFT's will settle out back down at the same + 2 that it had (in our example) because of stacking tolerances and wear and tear. That means your vehicle with the Unichip will enjoy years of OEM designed adaptation - none of which will reduce power - to correct for wear and tear before triggering a CEL.





    o Second, each Unichip calibration optimizes the bolt on parts by optimizing values at over 90,000 points not relying on a single mechanical change. Not only does the Unichip clear up the adaptation, it optimizes values so that the bolt-ons make more power even where their making the desired correction.





    Bottom line


    All OBD2 compliant ECU's adapt. Unichip maps are designed to work with that adaptation so that your vehicle makes optimum power the day you install our kit and continues to make optimum power for years. Whether stock or with bolt-on parts, the only adaptation the OEM computer performs is because of wear and tear just like the OEM intended, and just like you want. It will never "learn out" a properly programmed Unichip regardless of what kind of vehicle it is.

    Hope this explains
    The Ultimate Power Upgrade
    www.unichip.pk

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    Quote Originally Posted by tausifs View Post
    Bro First of all.......... Love you
    I was literally waiting for such a brilliant observer!! Hats off to people here who never noticed that
    I didn't mention this fact before because it would had started a fight here. As per my knowledge, which can be wrong obviously................... Gli 1.3 and Gli 1.6 have got analog sensors....the ECU has to convert that analog signal to digital to be able to read it and that lag contributes towards the slow and unresponsive behaviour of the great GLI's. Whereas in XLI and Altis the sensors used are digital hence no lag time for the ECU to convert them. Digital sensors speak the same language as the ECU listens.
    This is very strange and beyond my logical comprehension as to why Indus has done so. May be its something related to increase/promote sales of a specific model.
    Please anyone correct me if I am wrong about this. @MAXTORQUE......... If you can comment regarding this issue.........
    Well i have seen the 1.8 altis and 1.3 Gli i cant say about Xli or 1.6 Gli at this moment.

    will post comments as soon as i have something.
    The Ultimate Power Upgrade
    www.unichip.pk

  5. #104
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    Quote Originally Posted by SER_GTR View Post
    Also Confirm What Sensors Make Difference???

    1st Thing Which Makes Most Difference Are Not Sensors BUT ECU's.....Check Their Part No And Then HEad Towards Main LOAD Sensors Like MAF , TPS And 02 Sensor(If Any)

    Regarding Uni-Chip So Its A Piggy-Back Which Works Side By Side With ECU And Alter Your Fuel Maps........The Injector Duty Cycle And IGN Timing (MAYBE)

    What I Don't Get Is How ECU Works As Well As Piggy-Back Side By Sude...As When Installing Piggy Backs.....ECU Readings Are Altered And Piggy Backs Readings Are Actually Implemented . Its Will All Piggy Backs Like VAFC/Safc..Emanage Etc

    Sometimes ECU Just Revert Back Piggy Backs Readings To Their OWN As They Read A Difference In Sensor Readouts And Simply Switch Maps....! You Need To Actually Have An Eye On It To Know If Its Really Working Like When Its Putted Or Its Just Running On Placebo Effect.....Wide band Helps You In That Along With Data Logging...!

    YES Unichip can alter engine timing in a 3D map and so many other options such as ( see this link ) Unichip.pk - Why Unichip
    The Ultimate Power Upgrade
    www.unichip.pk

  6. #105
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    Quote Originally Posted by Ehsan4808 View Post
    There is a noticeable difference bro. Do check ! Rest for the seats, i am comparing 2011 Gli and 2011 Xli.. Dont know about older Glis & Xlis.
    I have 2010 xli and my chacha has same model gli no difference in drive pickup or seats at all.

    Sent from my GT-I9100 using Tapatalk 2

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    Quote Originally Posted by MAXTORQUE View Post
    I heard my vehicle's ECU learns out performance modifications. Will my OEM computer learn out the changes being made by the Unichip?
    Short answer - No.


    Long answer - The technical term for learning is "adaptation." All OBD2 compliant ECU's adapt, they all adapt roughly the same way, they all adapt roughly the same amount, and they all adapt in roughly the same time frame. Adaptation is a critical part of OBD2 compliance, drivability, reliability, and maintenance. The OEM wants the ECU to adapt, Unichip wants the ECU to adapt, and you want the ECU to adapt... assuming you have an aftermarket computer to handle it for you.


    No OBD2 compliant ECU will learn out a correctly programmed Unichip and in fact vehicles modified with bolt-on intakes and exhausts will always be "less" adapted with the Unichip than without it.


    Technical answer - Vehicle manufactures want to cost effectively mass produce vehicles and must comply with strict emission requirements. Faced with manufacturing stacking tolerances, variable ambient conditions, changing driving styles, and parts that begin wearing out the moment the vehicle leaves the factory, they nonetheless must produce vehicles that consistently and precisely comply with governmental regulations and deliver good performance. To do so, they use a "learning" computer to control the engine's operation. "Learning" computers, called adaptive computers, benefit the OEM in two ways...





    o First, if the computers didn't adapt, the parts would have to which means every individual vehicle would have to be tuned because of stacking tolerances. That would make everything cost significantly more and might make production prohibitively expensive.


    o Second, using the adaptive computer to enable each vehicle to age gracefully and not have to come in for service every six months. Without these computers, even after being individually tuned after production, each vehicle would need to be tuned frequently as its components wear out. With these computers, wear and tear is automatically compensated for and when you finally do have to get a tune up at 100,000 miles or so, you're really replacing worn out parts not tuning.





    Stacking Tolerances


    The first challenge the OEM faces is known as stacking tolerance which means that every single vehicle is a unique "stack" of thousands of parts, each of which has individual manufacturing "tolerance." If you've ever made anything, you know from experience creating two identical widgets is very difficult, which means time consuming, which - for manufacturing companies - means expensive.


    Creating "close" widgets is much easier, quicker, and less expensive than producing identical widgets. If you can somehow adjust differences between your close widgets, they effectively become identical which means you can reduce widget cost while getting the same performance out of them. The engineering term for that adjustment "normalization." All OBDII and later ECU's normalize so that every vehicle performs correctly despite each one's different widgets.





    Emissions requirements


    All around the world, pollution and emissions are a priority and many governments mandate specific emissions compliance for vehicles. Regardless of the circumstances, the vehicle's exhaust gasses must either be within a narrow chemical range or the vehicle must indicate that it is not compliant.


    Last month in the How much will my gas mileage improve with the Unichip blog I went into some depth about OBD2 compliant ECU's normalization for emissions and rather than rehashing all that here, take a look at that blog entry. In this entry, suffice it to say here that without ECU adaptation your vehicle wouldn't be legal and that it's engine is operating in places where the OEM ECU monitors and corrects performance (Closed Loop) and areas where it doesn't (Open Loop).





    ECU learning


    So, the OEM computer learns to eliminate variances caused by parts so those parts all work as required. The OEM computer corrects variances arising from stacking tolerances and wear and tear but there's yet another variance... aftermarket performance components. Even though these aren't planned for by the OEM, to the OEM computer a variance is a variance and regardless of what causes it and the computer uses exactly the same adaptation schemes to correct it.





    Modified engine operation without the Unichip


    Assuming a vehicle is a nominal production article with fairly light miles on it, the stacking tolerances and wear and tear typically yield LTFT's (read adaptation) of + 2 or less. In the case of a +2 value, that means the engine is operating slightly lean and the OEM computer is compensating (adapting/learning) by increasing fueling 2%. As the operator, you would never know anything is happening because the vehicle operates exactly as it is and no lights come on... exactly as designed. The OEM computer will continue quietly adapting until it reaches (depending upon programming and varying by manufacturer) between + 20-25% at which point it will pop a Check Engine Light (CEL) to tell you something is wrong.


    Take that same vehicle and install a typical aftermarket Cold Air Intake (CAI) and exhaust and the LTFT's will quickly jump significantly... generally somewhere around +15. That's because the CAI is designed to trick the OEM computer into believing the engine is processing less air than it really is... because there's less perceived air, the OEM computer injects less fuel. Because the actual airflow is unchanged, the reduced fueling makes the engine a little leaner which makes a bit more power. The problem is that with "fixed" mechanical parts, the CAI engineer's Open Loop changes made for power (where the OEM computer isn't watching) also cause changes in Closed Loop (where it is). To the OEM computer, those "power" changes are variances and it's going to adapt to correct them. Sometimes that adaptation is complete and sometimes it's partial but in any case there are impacts when you put on those bolt-on parts.





    o On vehicles with very low LTFT's, the vehicle is immediately much closer to the CEL trigger point as soon as the CAI goes on and it will probably get a CEL much quicker as wear and tear sets in. If your vehicle has a few more miles, or if it's not a nominal production article from a stacking tolerance perspective, you might get a CEL as soon as the intake is installed.





    o On any vehicle, because the fueling changes required at high engine airflow (called load) and at low engine airflow aren't the same, and are generally very different, bolt-on parts that create fixed changes will always be seem as a problem by the OEM computer and create LTFT's. Depending upon the vehicle and the bolt-ons, you may lose all of the performance benefit from the bolt-ons as the OEM computer adapts.





    Modified engine operation with the Unichip


    Because each Unichip calibration is built for specific kinds of parts, each is designed to eliminate the problems those parts create as the OEM computer tries to adapt to them. The OEM computer doesn't see anything to adapt to because we literally build the adaptation normally associated with those parts into the Unichip maps which does two things.





    o First, if a set of parts creates a +15 LTFT without the Unichip, the adaptation values in the Unichip map mean the OEM computer's LTFT's will settle out back down at the same + 2 that it had (in our example) because of stacking tolerances and wear and tear. That means your vehicle with the Unichip will enjoy years of OEM designed adaptation - none of which will reduce power - to correct for wear and tear before triggering a CEL.





    o Second, each Unichip calibration optimizes the bolt on parts by optimizing values at over 90,000 points not relying on a single mechanical change. Not only does the Unichip clear up the adaptation, it optimizes values so that the bolt-ons make more power even where their making the desired correction.





    Bottom line


    All OBD2 compliant ECU's adapt. Unichip maps are designed to work with that adaptation so that your vehicle makes optimum power the day you install our kit and continues to make optimum power for years. Whether stock or with bolt-on parts, the only adaptation the OEM computer performs is because of wear and tear just like the OEM intended, and just like you want. It will never "learn out" a properly programmed Unichip regardless of what kind of vehicle it is.

    Hope this explains

    In Short...Unichip Won't Get Overwhelmed By OEM ECU Map DUe To Its Working And Design Nature.....!!
    TOYOTA Sprinter 86- AE80 DOHC 20v'D TOYOTA Corolla 98- AE101 4AFE 16v

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    Quote Originally Posted by SpoonMotorSports View Post
    there are 2 types of piggybacks
    1) which alters airflowmeter signals and in return you ecu reads from a different cell like the safc/vafc
    2)which actually alters the injector duty cycle and subtracts/adds timing from the timing map for example unichip/emanage etc
    there are many engines that dont respond good to safc/vafc

    That's The Reason VAFC Is Trashed By So Many ECU's....! It Alters MAP/MAF Reading On 1st Hand Which Most Of ECU's Don't Like...!
    It Makes All The Difference Via MAF/MAP Correction...!
    TOYOTA Sprinter 86- AE80 DOHC 20v'D TOYOTA Corolla 98- AE101 4AFE 16v

  9. #108
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    Quote Originally Posted by MAXTORQUE View Post
    I heard my vehicle's ECU learns out performance modifications. Will my OEM computer learn out the changes being made by the Unichip?
    Short answer - No.


    Long answer - The technical term for learning is "adaptation." All OBD2 compliant ECU's adapt, they all adapt roughly the same way, they all adapt roughly the same amount, and they all adapt in roughly the same time frame. Adaptation is a critical part of OBD2 compliance, drivability, reliability, and maintenance. The OEM wants the ECU to adapt, Unichip wants the ECU to adapt, and you want the ECU to adapt... assuming you have an aftermarket computer to handle it for you.


    No OBD2 compliant ECU will learn out a correctly programmed Unichip and in fact vehicles modified with bolt-on intakes and exhausts will always be "less" adapted with the Unichip than without it.


    Technical answer - Vehicle manufactures want to cost effectively mass produce vehicles and must comply with strict emission requirements. Faced with manufacturing stacking tolerances, variable ambient conditions, changing driving styles, and parts that begin wearing out the moment the vehicle leaves the factory, they nonetheless must produce vehicles that consistently and precisely comply with governmental regulations and deliver good performance. To do so, they use a "learning" computer to control the engine's operation. "Learning" computers, called adaptive computers, benefit the OEM in two ways...





    o First, if the computers didn't adapt, the parts would have to which means every individual vehicle would have to be tuned because of stacking tolerances. That would make everything cost significantly more and might make production prohibitively expensive.


    o Second, using the adaptive computer to enable each vehicle to age gracefully and not have to come in for service every six months. Without these computers, even after being individually tuned after production, each vehicle would need to be tuned frequently as its components wear out. With these computers, wear and tear is automatically compensated for and when you finally do have to get a tune up at 100,000 miles or so, you're really replacing worn out parts not tuning.





    Stacking Tolerances


    The first challenge the OEM faces is known as stacking tolerance which means that every single vehicle is a unique "stack" of thousands of parts, each of which has individual manufacturing "tolerance." If you've ever made anything, you know from experience creating two identical widgets is very difficult, which means time consuming, which - for manufacturing companies - means expensive.


    Creating "close" widgets is much easier, quicker, and less expensive than producing identical widgets. If you can somehow adjust differences between your close widgets, they effectively become identical which means you can reduce widget cost while getting the same performance out of them. The engineering term for that adjustment "normalization." All OBDII and later ECU's normalize so that every vehicle performs correctly despite each one's different widgets.





    Emissions requirements


    All around the world, pollution and emissions are a priority and many governments mandate specific emissions compliance for vehicles. Regardless of the circumstances, the vehicle's exhaust gasses must either be within a narrow chemical range or the vehicle must indicate that it is not compliant.


    Last month in the How much will my gas mileage improve with the Unichip blog I went into some depth about OBD2 compliant ECU's normalization for emissions and rather than rehashing all that here, take a look at that blog entry. In this entry, suffice it to say here that without ECU adaptation your vehicle wouldn't be legal and that it's engine is operating in places where the OEM ECU monitors and corrects performance (Closed Loop) and areas where it doesn't (Open Loop).





    ECU learning


    So, the OEM computer learns to eliminate variances caused by parts so those parts all work as required. The OEM computer corrects variances arising from stacking tolerances and wear and tear but there's yet another variance... aftermarket performance components. Even though these aren't planned for by the OEM, to the OEM computer a variance is a variance and regardless of what causes it and the computer uses exactly the same adaptation schemes to correct it.





    Modified engine operation without the Unichip


    Assuming a vehicle is a nominal production article with fairly light miles on it, the stacking tolerances and wear and tear typically yield LTFT's (read adaptation) of + 2 or less. In the case of a +2 value, that means the engine is operating slightly lean and the OEM computer is compensating (adapting/learning) by increasing fueling 2%. As the operator, you would never know anything is happening because the vehicle operates exactly as it is and no lights come on... exactly as designed. The OEM computer will continue quietly adapting until it reaches (depending upon programming and varying by manufacturer) between + 20-25% at which point it will pop a Check Engine Light (CEL) to tell you something is wrong.


    Take that same vehicle and install a typical aftermarket Cold Air Intake (CAI) and exhaust and the LTFT's will quickly jump significantly... generally somewhere around +15. That's because the CAI is designed to trick the OEM computer into believing the engine is processing less air than it really is... because there's less perceived air, the OEM computer injects less fuel. Because the actual airflow is unchanged, the reduced fueling makes the engine a little leaner which makes a bit more power. The problem is that with "fixed" mechanical parts, the CAI engineer's Open Loop changes made for power (where the OEM computer isn't watching) also cause changes in Closed Loop (where it is). To the OEM computer, those "power" changes are variances and it's going to adapt to correct them. Sometimes that adaptation is complete and sometimes it's partial but in any case there are impacts when you put on those bolt-on parts.





    o On vehicles with very low LTFT's, the vehicle is immediately much closer to the CEL trigger point as soon as the CAI goes on and it will probably get a CEL much quicker as wear and tear sets in. If your vehicle has a few more miles, or if it's not a nominal production article from a stacking tolerance perspective, you might get a CEL as soon as the intake is installed.





    o On any vehicle, because the fueling changes required at high engine airflow (called load) and at low engine airflow aren't the same, and are generally very different, bolt-on parts that create fixed changes will always be seem as a problem by the OEM computer and create LTFT's. Depending upon the vehicle and the bolt-ons, you may lose all of the performance benefit from the bolt-ons as the OEM computer adapts.





    Modified engine operation with the Unichip


    Because each Unichip calibration is built for specific kinds of parts, each is designed to eliminate the problems those parts create as the OEM computer tries to adapt to them. The OEM computer doesn't see anything to adapt to because we literally build the adaptation normally associated with those parts into the Unichip maps which does two things.





    o First, if a set of parts creates a +15 LTFT without the Unichip, the adaptation values in the Unichip map mean the OEM computer's LTFT's will settle out back down at the same + 2 that it had (in our example) because of stacking tolerances and wear and tear. That means your vehicle with the Unichip will enjoy years of OEM designed adaptation - none of which will reduce power - to correct for wear and tear before triggering a CEL.





    o Second, each Unichip calibration optimizes the bolt on parts by optimizing values at over 90,000 points not relying on a single mechanical change. Not only does the Unichip clear up the adaptation, it optimizes values so that the bolt-ons make more power even where their making the desired correction.





    Bottom line


    All OBD2 compliant ECU's adapt. Unichip maps are designed to work with that adaptation so that your vehicle makes optimum power the day you install our kit and continues to make optimum power for years. Whether stock or with bolt-on parts, the only adaptation the OEM computer performs is because of wear and tear just like the OEM intended, and just like you want. It will never "learn out" a properly programmed Unichip regardless of what kind of vehicle it is.

    Hope this explains
    Very well and optimally explained bro.

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    Quote Originally Posted by SER_GTR View Post
    In Short...Unichip Won't Get Overwhelmed By OEM ECU Map DUe To Its Working And Design Nature.....!!
    the reason unichip is way better then any piggy back is it has a 3D map for timing,fuel and other options like Vvti etc.

    A 3D map consists of a table of engine speed versus engine load, plus a value for fuelling or ignition timing at any combination of speed or load. This method is used to map the most advanced stand alone ECU’s on the market accurately and safely, which is why the same functionality is built into the Unichip.

    We say its a piggy back but its equal to a stand alone system!!!

    All the other piggy back dont have a 3D map thats why the ECU dont like the changes made through those systems.
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    Guys please search Unichip on Youtube and see for yourself what people are doing around the world and then comprehend your queries. There's even a video of Unichip in a Lambroghini Gallarado. Enjoy.
    Dr. Tausif Ahmed.

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    Porsche 911 with Unichip Before and after

    https://www.youtube.com/watch?v=I0An...2F5B46&index=9
    Dr. Tausif Ahmed.

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    Video of all videos
    A must watch to clearly understand the essence of UNICHIP.

    This video also justifies it price in terms of thier facility, technology and quality used to develop this system.

    Lambroghini Gllarado

    https://www.youtube.com/watch?v=PqXvQ8X4UJI
    Dr. Tausif Ahmed.

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    Quote Originally Posted by tausifs View Post
    Video of all videos
    A must watch to clearly understand the essence of UNICHIP.

    This video also justifies it price in terms of thier facility, technology and quality used to develop this system.

    Lambroghini Gllarado

    https://www.youtube.com/watch?v=PqXvQ8X4UJI

    thanks a bundle Tausifs

    i am seriously thinking to replace my marking manager

    cheers
    The Ultimate Power Upgrade
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    Quote Originally Posted by MAXTORQUE View Post
    thanks a bundle Tausifs

    i am seriously thinking to replace my marking manager

    cheers
    LOlzzzzz. Sharminda na karain
    We as a Pakistani nation are way behind in everything. I wish our people to be atleast educated enough to know whats happening on what level around the globe. Espically the ones who bombard with stupid questions without even gathering a bit information . As @RollOnBigMaMa said and I quote "keyboard warriors pouncing like nasty barbarians waiting for thier prey". Lolzzzzzz
    Dr. Tausif Ahmed.

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    Quote Originally Posted by tausifs View Post
    LOlzzzzz. Sharminda na karain
    We as a Pakistani nation are way behind in everything. I wish our people to be atleast educated enough to know whats happening on what level around the globe. Espically the ones who bombard with stupid questions without even gathering a bit information . As @RollOnBigMaMa said and I quote "keyboard warriors pouncing like nasty barbarians waiting for thier prey". Lolzzzzzz

    you are doing job well done keep it up
    The Ultimate Power Upgrade
    www.unichip.pk

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    interesting topic, took me whole day in between my working to read it slowly.
    https://www.facebook.com/skillgrafik

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