Meh, my ME7.1.1 V8 S4 Cabrio is pretty fast on the stock ECU...

Then again, Black Betty was definitely fast on her old M3.8 AEB prehistoic ECU.

Here, watch my unassuming German 4 Door 1998 Passat go from 130-200 km/hr in 7 seconds flat lol...

https://www.youtube.com/edit?o=U&video_id=tBaXM5Fxg8k

Of course most of what is being said in here is nonsense.

Talking about processor speeds, and all kinda of crap shows that some have no idea what they're talking about. None of that is an issue on anything from this century, processor speeds mean little to nothing.

Why someone would think that you cannot drive a car with a standalone normally (grandma argument) is laughable, same goes for part load driving that nye is talking about.  I mean come on.  Just because you haven't seen it done, doesn't mean it cannot be done and I don't see what one has to do with another.

You can tune a standalone car to drive just as smoothly as an ME7 or any OEM ECU car out there.  If you say otherwise you're just wrong.

but ... but ... the guy has been an expert on an internet site so how dare you question him

Not that I'm surprised by your one sided views, but if you can't understand what I'm trying to say here then I don't even know why we're talking.

Nothing these days prevents someone from running ME and raising the limits or disabling parts of the ECU's load/intervention to a point where ME is neutered and not going to intervene, we all know that.  If you're going to do that you have ZERO advantages to having ME from a perspective of tuning and everything to gain from going to a standalone ECU.

We can all talk about this till we're blue in the face, and I have already said that currently there is nothing to prevent you from making power or going fast w/ ME at this point.  We can easily look to the unicorn Hannover S4 for that proof if you like.  Doesn't change the fact that almost EVERY other really fast S4 is/was running a standalone and not ME.

Maybe only 2-3 tuners in the world can make an S4 fast on ME.  Maybe your perception of power and fast is different from everyone else. Maybe this, maybe that...

We've seen plenty of S4's tuned some way or another on ME making 700-1000 hp over the years... rarely does it translate on the track, maybe I'm mistaken and maybe just maybe every guy with a 700 awhp S4 on ME just can't drive and everyone on a standalone making 100-200 awhp less going faster by a large margin is a better driver.  But I doubt that is the case.

You break it down to the 3 major adjustments made to the ECU, and you're right.  What you're not right about is that it's just that simple IMO to make sure there is no intervention while keeping most of the ECU intact.  

100's of maps have been modeled by Audi to reflect the STOCK parts on the 2.7T in the B5 S4, 100's of other maps have been modeled by Audi to make the car behave and drive in a certain way with these parts according to what Audi believed the character of the car should be.  Maybe I'm oblivious to the argument you're trying to make since I've never gone so far in completely disabling everything that makes ME, ME.  

oh and sorry, care to elaborate on how ME has a more flexible fueling strategy than just about any stand alone?  "Nothing is preventing you from running whatever fueling strategy you like?" LOL, oh really.  How about to start if you want to run SD or true flex fuel (and these are just two very basic, basic things related to fueling strategy) you have be be a master IDA pro and disassembler/programmer.  Most standalones allow you to choose between many fueling strategies by merely selecting options, that includes options that maybe you're not even aware of that are out there by the sounds of it.

At this point I think you need to relate to your own words:

What is so flexible about ME7's MAF fueling strategy that is better than one on a standalone?


My opinions (originally which now is 2+ years old) was based on the fact that everyone seems to be able to make dyno numbers, or heck even quick FATS times as both just involve going WOT in a single gear.

Yet racing involves much more then that, and while maybe you're thinking drag or road racing only includes 0 and 100% throttle applications, the transients that happen from shifting seem to IMO affect ME in ways that most don't realize.

I don't see the relation between KR and fueling strategy being flexible (ie. the load input - MAF).

I will agree that a factory calibrated knock system is a fantastic thing to have in 85% of over all situations.


I'd disagree with you about that but let's not take the rabbit hole any deeper than it already is lol.

My recent work is on MS43 and MEVD17 not ME7 and MED17, but they use the same C16x and TC179x families. C167 is 16 bit, but it doesn't really matter since the vast majority of variables are 16 bit in a Tricore ECU where they are not using floating point. Pointers are invariably the native register size on both, so apart from the inconvenience of DPPs, there is little performance issue there. Most of the C167 instructions take a few cycles whereas the Tricore does most in one and has typically 10 times higher clock speeds.

There is a similar roughly one order of magnitude increase in memory of various types and size of the code and number of comms messages.

Very little is relevant to performance and getting ignition to tight enough tolerances not to matter for performance is a problem solved last century. Lambda and boost control are not even worth mentioning as they are trivial on less powerful CPUs than a C167.

If it matters, my modified ECU code is in stuff making 500HP/litre, but actually it doesn't as ECU code or CPU performance is virtually nothing to do with making silly power.

The complexity is in emissions targets and the German fetish for never ending models.