Intercooler Installed
#81
Suzuka Master
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In addition, Bell Intercoolers has the core size I need at nearly $200 less.
I'll be doing a BOM list in the next few days and determine what a price would be.
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I'll be doing a BOM list in the next few days and determine what a price would be.
#82
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Originally posted by scalbert
Just a quick update:
For other production systems I will be using a shorter core, 3.5 inches versus the current 4.5 inches. This will allow for stock hood clearance and more than enough room for clearing the stock strut tower brace.
Just a quick update:
For other production systems I will be using a shorter core, 3.5 inches versus the current 4.5 inches. This will allow for stock hood clearance and more than enough room for clearing the stock strut tower brace.
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#83
Safety Car
Originally posted by scalbert
What was your A/F ratio?? I'll be hooking up Brad's TechEdge unit as soon as it somes in until mine gets back. I'm really curious as to what the value is at now.
The new manifold design could be doing completely different things with the A/F ratio. Add to that the cooler air and it certainly should be leaner. I would be happy if it were in the 11.5:1 - 12.0:1 range right now as it gives some leway in adding pulse width where required when more boost is added.
What was your A/F ratio?? I'll be hooking up Brad's TechEdge unit as soon as it somes in until mine gets back. I'm really curious as to what the value is at now.
The new manifold design could be doing completely different things with the A/F ratio. Add to that the cooler air and it certainly should be leaner. I would be happy if it were in the 11.5:1 - 12.0:1 range right now as it gives some leway in adding pulse width where required when more boost is added.
One thing that was fundamentally different is that I used a one-way valve on the MAP sensor, while you apply a voltage clamp - that will affect the fuel-trim. What is your clamp value on the MAP set at?
On the current kit, I want 11.0's to 11.5's in A/F at all times!! We are going with 370cc injectors along with the Comptech FPR (set to a lower rise-rate). I want it to max at 80psi @ 6.5psi.
#84
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Originally posted by allmotor_2000
One thing that was fundamentally different is that I used a one-way valve on the MAP sensor, while you apply a voltage clamp - that will affect the fuel-trim. What is your clamp value on the MAP set at?
On the current kit, I want 11.0's to 11.5's in A/F at all times!! We are going with 370cc injectors along with the Comptech FPR (set to a lower rise-rate). I want it to max at 80psi @ 6.5psi.
One thing that was fundamentally different is that I used a one-way valve on the MAP sensor, while you apply a voltage clamp - that will affect the fuel-trim. What is your clamp value on the MAP set at?
On the current kit, I want 11.0's to 11.5's in A/F at all times!! We are going with 370cc injectors along with the Comptech FPR (set to a lower rise-rate). I want it to max at 80psi @ 6.5psi.
The fuel trim really should not be affected since it takes more throttle to get to that point than what it does for the ECU to go open loop.
I was actually thinking of staying in the 11.5:1 - 12.0:1 range with a little timing pulled to be safe. With less compression I would go up to 13.0:1 but that is not the case here.
That pressure range is what I am shooting for, maybe a little higher. How are you planning on changing the gain rate?? I still have my bleed screws made and will probably start with that.
#85
Safety Car
Originally posted by scalbert
I was actually thinking of staying in the 11.5:1 - 12.0:1 range with a little timing pulled to be safe. With less compression I would go up to 13.0:1 but that is not the case here.
That pressure range is what I am shooting for, maybe a little higher. How are you planning on changing the gain rate?? I still have my bleed screws made and will probably start with that.
I was actually thinking of staying in the 11.5:1 - 12.0:1 range with a little timing pulled to be safe. With less compression I would go up to 13.0:1 but that is not the case here.
That pressure range is what I am shooting for, maybe a little higher. How are you planning on changing the gain rate?? I still have my bleed screws made and will probably start with that.
#86
Safety Car
Originally posted by scalbert
The fuel trim really should not be affected since it takes more throttle to get to that point than what it does for the ECU to go open loop.
The fuel trim really should not be affected since it takes more throttle to get to that point than what it does for the ECU to go open loop.
#87
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Originally posted by allmotor_2000
Well, think about this scenario. If I ask the ECU to reduce the injector duty cycle (idc for short) by reducing its air-flow readings (via the E-Manage), but it still sees WOT, what happens? Does it increase timing? Greddy mentioned that the E-manage accounts for larger injectors by adjust AirFlow & Map values (not by actually reducing the idc) - what are the side-effects of this?
Well, think about this scenario. If I ask the ECU to reduce the injector duty cycle (idc for short) by reducing its air-flow readings (via the E-Manage), but it still sees WOT, what happens? Does it increase timing? Greddy mentioned that the E-manage accounts for larger injectors by adjust AirFlow & Map values (not by actually reducing the idc) - what are the side-effects of this?
Whenever the airflow signal is reduced the ECU will calculate a lower load value. Generally, lower load values have more timing applied. But since we clamp our signal the ECU never really sees a signal reduction when under high load so the timing adjustment is simpler for us.
If this were a Mass Air flow system and were not clamping the signal, the signal would be reduced even under high load situations causing timing to be added by the ECU. Which would then probably need to be retarded with the e-Manage.
In short, since we clamp our primary air flow signal early, there really is no impact for us.
#89
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BTW, I just ordered a 3.5 inch SC pulley. The base SC pulley ended up being 3.8 inches at the top of the ribs. Running the numbers again gave me a net boost of about 8.1 PSI with the 3.5 inch pulley with the HBP.
I should have it in about three weeks.
I should have it in about three weeks.
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#91
Suzuka Master
Steve,
Have you got any data on your air temps -- pre and post cooler *and* pre-cooler install?
You're still running your OBDII in the laptop (and are getting the IAT)? (yes/no?)
TIA
Looks great!
Have you got any data on your air temps -- pre and post cooler *and* pre-cooler install?
You're still running your OBDII in the laptop (and are getting the IAT)? (yes/no?)
TIA
Looks great!
#92
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Originally posted by EricL
Have you got any data on your air temps -- pre and post cooler *and* pre-cooler install?
You're still running your OBDII in the laptop (and are getting the IAT)? (yes/no?)
Have you got any data on your air temps -- pre and post cooler *and* pre-cooler install?
You're still running your OBDII in the laptop (and are getting the IAT)? (yes/no?)
From what I can tell it is working well. It was 72 on my way home today and I got on it a few time right before getting home. I grabbed the pipe and it was hot. I put my hand on the plenum and it was cool. Something must be happening.
But I do want real data on this though as I will probably also try and capture some pressure readings too.
Yes, I still frequently use the OBDII software. I couldn't work like this without it.
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