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Originally Posted by solarsvx
thanks bud,, i wonder how much go go juice it took ? its good to see there 2 in existance that break 13s 
phil
what is your exact afr ? 12? what is your egt's runing at, are you running any type of fuel cut sysytem in case of boost spike? how much timeing are you adding and pulling out? are you monitoring the knock threshhold? whats the injector duty cycle at ?
again there is a lot more to it then just welding a bunch of pipes together and slapping a turbo on it, with a FPR adjustments
whene are you going to lower the compression ratio? and when do you plan to get forged internals to hold the extra forces your inducing on it? |
Didnt you see the dyno in any of those pictures? you think we build turbo system and then shove the car out the door? come on buddy, you are once again have no insight into my experience. And if you are implying it looks like i slapped some piping and a turbo onto my SVX then stop reading now.......
here goes....
7 degrees less base timing, z32 maf is utilized by ecutune stage 2v5 which remaps both timing tables and the injector tables. Im running 6lbs of boost on high octane and 3.5 on pump gas, its not like im running 20 lbs of boost
ECutune blowers run on the same software but with larger injectors FYI, and the stock ECU, which raises the rev limiter, retains EGT, duel knock sensors, soft fuel cut, but now can read up to 450hp worth of air precisely.
The maps utilized by the ECU to refrence timing are in fact 3D, the JECS 16bit proccesor was well ahead of its time. Like the 300zx ecu it uses a 2 axis map(and thus is similiar to a jim wolf ecu upgrade for Z's which many high HP z's use).
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Originally Posted by longassname
The timing and fuel maps are 3d maps , two axis of which are rpm and load.
The word load is typically used to mean airflow although it ends up being in terms of injector pulsewidth. To simplify things and give you the synopsis before the explanation: altering the maf voltage alters what collums of the timig map are looked up for a given airflow.
The maf meter puts out a voltage according to how much air is flowing though it. A highly accurate lookup table is used to convert that voltage into an unscaled airflow measurement. That resulting air flow measurement is run through an equation which uses the rpm, a constant used to scale both the injectors and the airflow, and the airflow to calculate load. The resultant value is the value is used to set the base injection quatity to reach a stoichiometric afr and is used to determine which collumns to look up in the timing and fuel maps.
If you use one of the devices which modifies your maf meter voltage to try and use different size injectors here is how it works. Say you put in injectors which are about twice the size...the 555cc injectors. You would progam in a map which alters the voltage from the maf meter to get the ecu to think half as much air is being injested as is really and thus have it calculate to base pulsewidth for the 555cc injectors to be half the pulsewidth of what the factory injectors would. By fooling the ECU into thinking half as much air was being injested you cause the ecu to look up the wrong collumns in both the timing and fuel tables. Looking up the wrong collumn in the factory fuel table isn't the end of the world; however, looking up collums that are lower than the actual load in the timing table just won't work. If you look at the timing table i posted in the stage2v3 thread you will see just how bad it would be. You'd be running over 20 degrees too much timing in critical areas.
Although not part of your question you would also have trouble because changing the maf meter voltage does not correct the enrichments which are in straight ms of pulsewidth.
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The EG33 Has forged internals. 7 main bearing forged crankshaft, forged rods, and pressure cast pistons(a very strong form of forging). The heads have large 52cc combustion chambers, valves are a decent size, and no float is noticable at the HP level i am pushing. The only argument you may have here is that i am retaining a 10:1 compression ratio for now, but i like running low boost and high compression in terms of overall engine tq. over the powerband. If i build the motor someday then i will have some custom pistons made, and will go to an EMS or god forbid, hydra, if the need be. Im not trying to create a monster, just making the car i love a little faster. squish area is appraoching the .010 mark(very impressive by any standards for a street car, more so then 99% of production motors).