EJ207 V7 Tuning

[FFRSpec72]

So I gather the best thing to do to tune the EJ207 V7 is the following:

1. Go to Tactrix and order a Openport 2.0 adapter
2. Download ECUFlash
3. Download ROMRaider

I don't believe I need the jumper plug, so I should be able to have at it ?

[redfogo]

I think you need the jumper plug for the v7. I know the US ones needed it so I ordered my tactrix with the jumper.

[Sgt.Gator]

Or make an appointment at Cobb Surgeline in Portland and let them do it!

[redfogo]

Or make an appointment at Cobb Surgeline in Portland and let them do it!

cobb does not tune JDM motors. :/

[FFRSpec72]

I think you need the jumper plug for the v7. I know the US ones needed it so I ordered my tactrix with the jumper.

Answer I got back from Openport was that was that I did not need it on a JDM EJ207v7 with the JDM ECU

[redfogo]

Well that in I didn't know good to know!

[ssssly]

You need a jumper plug to tune JDM ECUs. (The ones you can actually tune)

Early V7 ECUs are technically tunable without a jumper. And I use technically loosely, they are extremely prone to bricking and the tunable maps are very limited.

The later V7 JDM ECUs (2003-4) are also very touchy. If there are any power fluctuations while you are up or downloading data the transfer can and will fail. (IE the dome light comes on or off, changing the radio station). They generally do not brick though and you can access and modify all the maps.

Also, if you prefer Access Port tuning to open source, Prova makes Access Ports for JDM ECUs identical to the Cobb Access port. For V7 ECUs I greatly prefer this option due to the lack of headaches. They will only work with the later V7 ECUs though. Generally I would tune V7 cars on a Prova Access Port and then once I had the tune dialed in, I would deal with the headache of flashing the ECU with open source. However, Prova Access Ports are three times the cost of Cobb units, so many deal with the headaches.

The V8 JDM ECUs are much easier to deal with and I would suggest getting one if you are going to open-source tune.

Also keep in mind that the V# marked on the top of JDM ECUs above the part number do not match the standard Subaru V# nomenclature for the body revision. There are several JDM ECUs with a V7 printed on the top of it, that are not Body Version 7 ECUs. If the production date for the JDM car was after September 2004 is is Body Revision 8 ECU firmware (the easier to deal with variety).

[FFRSpec72]

You need a jumper plug to tune JDM ECUs. (The ones you can actually tune).

So playing around last night, I don't need a jumper, I just connected the 2 green connectors (dash area) together and I can read/write the ECU successfully, the ECU seems to be stable no errors.

[ssssly]

What's the definition file name?

If you can write without a connector and it is stable, sounds like a late edition EJ20K ECU (High compression EJ205, non-forged internals, single AVCS).

[FFRSpec72]

What's the definition file name?

If you can write without a connector and it is stable, sounds like a late edition EJ20K ECU (High compression EJ205, non-forged internals, single AVCS).

No it has forged internals, verified the block markings earlier. The ECU is a A4SDA00Q.

[Aero STI]

You need a jumper plug to tune JDM ECUs. (The ones you can actually tune)

Early V7 ECUs are technically tunable without a jumper. And I use technically loosely, they are extremely prone to bricking and the tunable maps are very limited.

The later V7 JDM ECUs (2003-4) are also very touchy. If there are any power fluctuations while you are up or downloading data the transfer can and will fail. (IE the dome light comes on or off, changing the radio station). They generally do not brick though and you can access and modify all the maps.

Also, if you prefer Access Port tuning to open source, Prova makes Access Ports for JDM ECUs identical to the Cobb Access port. For V7 ECUs I greatly prefer this option due to the lack of headaches. They will only work with the later V7 ECUs though. Generally I would tune V7 cars on a Prova Access Port and then once I had the tune dialed in, I would deal with the headache of flashing the ECU with open source. However, Prova Access Ports are three times the cost of Cobb units, so many deal with the headaches.

The V8 JDM ECUs are much easier to deal with and I would suggest getting one if you are going to open-source tune.

Also keep in mind that the V# marked on the top of JDM ECUs above the part number do not match the standard Subaru V# nomenclature for the body revision. There are several JDM ECUs with a V7 printed on the top of it, that are not Body Version 7 ECUs. If the production date for the JDM car was after September 2004 is is Body Revision 8 ECU firmware (the easier to deal with variety).

I know you spent a good deal of time in Japan directly interfacing with JDM cars, but many of your statements contradict my first hand experience with JDM swapped USDM cars. I've done complete swaps in three cars myself and had my hand in over 20 in person, not to mention many online conversations guiding people on building these swapped cars. I've had no issues finding ECU defs for any V7-V9 JDM ECU or flashing them. I've had no issues with power fluctuations. V8 and V9 haven't required the connector.

Also, your dates are off. By September 2004 it's V9.

Factory revisions A and B, amounting from 02/01/2000 to 10/31/2002, are called V7
Factory revisions C and D, amounting from 09/01/'02 to 05/31/'04, are called V8
Factory revisions E, F, G amounting from 03/01/'04 to 04/30/'07, are called V9

Here's the EJ207 bible on NASIOC

http://forums.nasioc.com/forums/showthread.php?t=2385141

Oh.. and two of my unicorn builds in the wild.

http://www.youtube.com/watch?v=zoD5uvTA4og

[ssssly]

I wonder if it has something to do with differences in JDM vs. USDM body wiring harnesses, there are several (more on that later). I've only tuned JDM cars, never swaps. I have however seen many cars outside of the yr/version list you posted. Including mine, one of which was an October 99 production GDA V7 Wagon. I have never seen anything particularly close to a March 04 GDE STI. Not that they couldn't be out there, Subaru does weird things while they are retooling. IE July 04 production date GDD STI with a factory B3KA tranny. From what I saw they retooled the WRX and STI at different times in 04. With GDE WRXs starting around April, special edition STIs around July and standard STIs late September. Suppose it could have been delivery timelines for where I was, and other areas of Japan could have gotten different models at different times. Or could just be a coincidence forming a false pattern from the random distribution of Subarus I have. But with the amount of information in the "EJ207 bible" that I know is absolutely false, I don't have much faith in it. I used to try to correct it, but got tired of the constant PMs. I literally had people PMing me about how parts didn't exist on certain model years based on info in that thread, after I sent them pictures of me, at a Japanese Subaru dealer, with the parts department staff, the part in the box, part number and model on the box.

I did absolutely mistype that V8 however. I meant September 04 for V9. Is actually a mistake I make often. During that time period I dealt primarily in Japan and nobody referred to anything as V9 there. Most everything is denoted by GDB/ the actual revision. So a GDB/E (they even classify GDAs as GDB/A most of the time). And those that do refer to anything via V# still refer to the E/F/G as V8. The Subaru revisions being V7 GD A/B and V8 split C/D/E and F/G. No V9, then going to GE/GH, no V10. I haven't really dealt with the 08+ Subarus much though.

The A4SDA00Q ECU is an early V7 (01) STI ECU. If I remember correctly, you should be able to program that ECU without a jumper. Be careful with stock JDM timing maps. They are aggressive for US pump gas.

I have had issues with those ECUs in JDM cars being touchy to voltage change. But I spoke to another tuner in Japan who seems to think that the V7 JDM voltage change issues, are actually a body harness grounding issue in the early JDM GD chassis. The body harness grounds did change in the JDM GDB/C. So if that is what the issue was, it should not be a problem in an 818. And would also match Aero not having voltage issues in JDM swaps into US cars, which supposedly all have the updated style body grounds.

Interested to see how it turns out for you, good luck and enjoy.

[longislandwrx]

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