The End of Phase 1 ... The beginning of Phase 2
#61
Ecu Specialist
Thread Starter
Nathan the APS CAK will be ok, will need to recheck the maf scaling although the feed pipe is smaller diameter in this version which should keep it within limits. Will soon see. Still suggest sticking with your std injectors for the moment.
Carlos I use the Bosch wideband in the Motec and yes they are similar afaik. It was worth sorting it out I think.
bob
Carlos I use the Bosch wideband in the Motec and yes they are similar afaik. It was worth sorting it out I think.
bob
#62
Originally Posted by Bob Rawle
Nathan the APS CAK will be ok, will need to recheck the maf scaling although the feed pipe is smaller diameter in this version which should keep it within limits. Will soon see. Still suggest sticking with your std injectors for the moment.
Carlos I use the Bosch wideband in the Motec and yes they are similar afaik. It was worth sorting it out I think.
bob
Carlos I use the Bosch wideband in the Motec and yes they are similar afaik. It was worth sorting it out I think.
bob
Carlos H.
Last edited by carlos_hiraoka; 16 February 2004 at 08:25 PM.
#64
Ecu Specialist
Thread Starter
The inlet pipe is not part of "Phase 2" which is getting the best from just exhaust and panel filter change, I have "cheated" abit with the actuator but it is a relatively small expense and makes a real difference, the turbo is not up to the intake change imho. The VF36 install and cross check is the last part of this phase.
Phase 3, bigger turbo, injectors, fuel pump, fuel pressure reg, inlet pipe and induction kit. Will mean rescaling the maf, but I will need to increase the barrel size in any case so planned for. Target 400+ from std engine and top mount. But need to see where we are with the car as is before that.
Phase 3, bigger turbo, injectors, fuel pump, fuel pressure reg, inlet pipe and induction kit. Will mean rescaling the maf, but I will need to increase the barrel size in any case so planned for. Target 400+ from std engine and top mount. But need to see where we are with the car as is before that.
#66
Originally Posted by Bob Rawle
Phase 3, bigger turbo, injectors, fuel pump, fuel pressure reg, inlet pipe and induction kit. Will mean rescaling the maf, but I will need to increase the barrel size in any case so planned for. Target 400+ from std engine and top mount. But need to see where we are with the car as is before that.
I was happy with phase 2 until you mentioned that
More saving
Nathan..
#67
Ecu Specialist
Thread Starter
Plan of campaign for the weekend of the 29th, I will get the production version of the exhaust on the car, also should manage a run on PE's rollers the same day (27th), so on the 29th will have a virtually direct comparison. I need the PE graph to measure gains as that is my baraometer (and Deltadash of course).
Car is running well, my closed loop tweaks are working and I am getting better at anticipating it behaving like a two wheel drive Cossie !!!
John F, I am experimenting with the diff settings and tyre pressures to see if I can get a good balance, maybe a quick trip round the block on the 29th for advice ? be much appreciated.
cheers
bob
Car is running well, my closed loop tweaks are working and I am getting better at anticipating it behaving like a two wheel drive Cossie !!!
John F, I am experimenting with the diff settings and tyre pressures to see if I can get a good balance, maybe a quick trip round the block on the 29th for advice ? be much appreciated.
cheers
bob
#68
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bob
if only i knew what all you guy's were talking about, i'd have asked if i could pop along and watch, as i'll be down on the 27th waiting for the next day with baited breath lol
if only i knew what all you guy's were talking about, i'd have asked if i could pop along and watch, as i'll be down on the 27th waiting for the next day with baited breath lol
#70
Ecu Specialist
Thread Starter
Power ... all I will say is more that the graph at the start of the thread .. the car is significantly quicker and I quoted the Deltadash gains above.
Mark, re turbo, yes some thoughts have crystalised but need to do a bit more research, its clear the twin scroll back end is somewhat restrictive for 400 bhp for example. I know what compressor housing/wheel combo I need though.
Mark, re turbo, yes some thoughts have crystalised but need to do a bit more research, its clear the twin scroll back end is somewhat restrictive for 400 bhp for example. I know what compressor housing/wheel combo I need though.
#72
Ecu Specialist
Thread Starter
There are better options in my view, it was on Nathans car when he bought it but its not something I would suggest. In order to reduce the effect on the maf the air pipe diameter is no bigger than the std air intake system, so not alot to gain. The temperature consideration only applies in traffic stop starting, as soon as the fans kick on any induction system heats up and a cast pipe holds heat far longer. An induction kit fitted inboard allows charge temps to run 3 degrees above ambient, in the inner wing its probably 2 degrees above ambient, no real gain. the supplied filter is a bit small as well if you are going for bigger power. If having to change maf scaling may as well do a proper job on it and make some significant airflow gains.
imho
cheers
bob
imho
cheers
bob
#75
Originally Posted by ScoobyTal
Bob
Is the APS CAK kit worth getting ?
Tal
Is the APS CAK kit worth getting ?
Tal
I'll let you know how it goes.
Nathan..
#78
Ecu Specialist
Thread Starter
I have installed a Forge recirc with a tweaked plunger/spring on mine and it helps the gearchange pickup, not essential but "recommended".
I've a busy day tomorrow, PE rolling road, Janspeed to get the prototype exhaust replaced with the production one ready for Prosport on Sunday.
Car feels good and Deltadash confirms it but proof in the pudding so we will see.
I have some web space available but haven't sussed the uploading etc so maybe I can prevail on you again, Nathan, for hosting the latest graph sometime tomorrow evening ?
cheers
bob
I've a busy day tomorrow, PE rolling road, Janspeed to get the prototype exhaust replaced with the production one ready for Prosport on Sunday.
Car feels good and Deltadash confirms it but proof in the pudding so we will see.
I have some web space available but haven't sussed the uploading etc so maybe I can prevail on you again, Nathan, for hosting the latest graph sometime tomorrow evening ?
cheers
bob
#79
Yes of course no problems whatsoever. Just drop me a mail and I'll host it.
My last Forge DV was a VTA and when tweaked it had a blue spring + 3 packers. Held the boost nicely and not too loud.
What is the best set up on your car for the RCV? Is it a similar modification with packers etc?
Nathan..
My last Forge DV was a VTA and when tweaked it had a blue spring + 3 packers. Held the boost nicely and not too loud.
What is the best set up on your car for the RCV? Is it a similar modification with packers etc?
Nathan..
#81
Ecu Specialist
Thread Starter
Sorry, been busy, 347 bhp and 348 ft lbs torque, haven't had time to sort out the graphs etc so bear with me, had some trouble with slipping we think as we saw just over 360 of each to start with. Its gained absolutely shed loads in the low rpm areas, I am in two minds about wetrher the twin scroll is limiting the peak power (power curve became almost flat) or wether the factory air box etc is the problem ... anyway I will try an induction kit on it next and that willl give me some clues.
So its pretty much as predicted, I considered the turbo to be good for about 350 ish, still only holding 1.2 bar at the high end which is why I am suspecting the air box as it holds it steadily from about 6600 to 8000 rpm.
bob
So its pretty much as predicted, I considered the turbo to be good for about 350 ish, still only holding 1.2 bar at the high end which is why I am suspecting the air box as it holds it steadily from about 6600 to 8000 rpm.
bob
#82
Ecu Specialist
Thread Starter
Just been going through todays datalogs (sad git I know) ... seems I was hitting 6.95 engine load(!!!) in the mid range this evening when I was testing the car to confirm the new exhaust is same as prototype ... Mark et al any views, seems to be boost related. Bu**er more work, means rescaling everything yet again. Maf voltage is in the low 4.6 somethings. Bear in mind this is a JDM Sti03 ie STi9 not the Eurospec one.
bob
bob
#84
347 bhp
and
348 lb-ft (48.11 kg.f-m)
Bob, this is a very nice result for a basically standard car.
If the power curve is flat then it is even more fun
Wonder how were the air inlet temps like .....
Carlos Hiraoka
and
348 lb-ft (48.11 kg.f-m)
Bob, this is a very nice result for a basically standard car.
If the power curve is flat then it is even more fun
Wonder how were the air inlet temps like .....
Carlos Hiraoka
#87
Ecu Specialist
Thread Starter
Full write up on the way, at ProSport car made 350.9 bhp, we couldn't get a torque figure as the device for picking up engine rpm had a problem reading any of the cars with coil packs. Pleased with the result as it correlates well to my PE run last Friday.
more later
bob
more later
bob
#89
Ecu Specialist
Thread Starter
Just realised I can calculate torque as I have speed .. so will do. Carlos at PE my inlet temps at the start of the runs were 15/16 deg C (intake not charge) .. at Prosport there was a bit more soak and they were 18/19 deg C, not enough difference to be worried.
Mods are Exhaust ,, the new full Janspeed decatted 3", Sti panel filter, Forge bov, three port solenoid and adjustable actuator on turbo set up a bit. And then remapped factory ecu with the EcuTek software to suit.
Induction kit on the way to see if I can raise the ante on the top end, I suspect the airbox is throttling or the turbo is at its limit, however although it looks as though it tailing off it actually pulls v well past 7000 rpm as the curve is pretty flat.
Engine load is the measure that the ecu calculates from mass air flow, throttle etc to pick the point on the X axis of the maps. 6.95 is very high and is seen in the mid range just as boost peaked and held in 3rd/4th gear.
I have graphs of both rolling road runs and pics (exhaust) to go up but want to sort out the Prosport torque first.
bob
Mods are Exhaust ,, the new full Janspeed decatted 3", Sti panel filter, Forge bov, three port solenoid and adjustable actuator on turbo set up a bit. And then remapped factory ecu with the EcuTek software to suit.
Induction kit on the way to see if I can raise the ante on the top end, I suspect the airbox is throttling or the turbo is at its limit, however although it looks as though it tailing off it actually pulls v well past 7000 rpm as the curve is pretty flat.
Engine load is the measure that the ecu calculates from mass air flow, throttle etc to pick the point on the X axis of the maps. 6.95 is very high and is seen in the mid range just as boost peaked and held in 3rd/4th gear.
I have graphs of both rolling road runs and pics (exhaust) to go up but want to sort out the Prosport torque first.
bob
Last edited by Bob Rawle; 01 March 2004 at 06:05 PM.
#90
Originally Posted by Bob Rawle
Sorry, been busy, 347 bhp and 348 ft lbs torque, haven't had time to sort out the graphs etc so bear with me, had some trouble with slipping we think as we saw just over 360 of each to start with. Its gained absolutely shed loads in the low rpm areas, I am in two minds about wetrher the twin scroll is limiting the peak power (power curve became almost flat) or wether the factory air box etc is the problem ... anyway I will try an induction kit on it next and that willl give me some clues.
So its pretty much as predicted, I considered the turbo to be good for about 350 ish, still only holding 1.2 bar at the high end which is why I am suspecting the air box as it holds it steadily from about 6600 to 8000 rpm.
bob
So its pretty much as predicted, I considered the turbo to be good for about 350 ish, still only holding 1.2 bar at the high end which is why I am suspecting the air box as it holds it steadily from about 6600 to 8000 rpm.
bob
Carlos H.