sti8 standard air box
11 September 2010, 12:58 PM
#1
sti8 standard air box
just a quick question ??
what is the maximum power you are able to get from the standard air box with uprated filter before you have to move to an induction kit ??
for info i have already fitted a silicone intake pipe due to the standard plastic one not fitting onto my turbo.
what is the maximum power you are able to get from the standard air box with uprated filter before you have to move to an induction kit ??
for info i have already fitted a silicone intake pipe due to the standard plastic one not fitting onto my turbo.
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11 September 2010, 04:57 PM
#8
i have an engine dunx
it's just a simple question as to what sort of power you need to think about an induction kit as aposed to the standard air box (with filter)
i'm upgrading this one in two stages instead of all together using all the parts i have laying around from my broken classic before (i have a scooby clininc inner wing induction set up in my garage as well)
1st, the car was ppp so de-cat (2 1/2" exhaust) sc46 turbo, silicone intake pipe, panel filter
2nd, 3" exhaust, larger injectors, induction kit and maybe intercooler (undecided on that bit yet)
i am thinking that my exhaust will be the limiting factor for the 1st stage
Last edited by TingTongPJ; 11 September 2010 at 05:08 PM.
11 September 2010, 05:43 PM
#9
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Standard air box doesnt seem to hold back the type25
http://www.google.co.uk/url?sa=t&sou...Q5F6iNxgfAu7ng
http://www.google.co.uk/url?sa=t&sou...Q5F6iNxgfAu7ng
11 September 2010, 10:44 PM
#10
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Shaun just made 400hp.
Im sure andy.f in the past has made 450
"I still have the OE airbox on my car with a cold air feed. Running 450HP 480T on a 321T on OE tmic and std headers (not ported)
Don't underestimate the potential of a lot of the OE stuff ! "
"Hey guys, don't let me stop you wasting money throwing it at bits you don't need, a whole industry depends on you "
Im sure andy.f in the past has made 450
"I still have the OE airbox on my car with a cold air feed. Running 450HP 480T on a 321T on OE tmic and std headers (not ported)
Don't underestimate the potential of a lot of the OE stuff ! "
"Hey guys, don't let me stop you wasting money throwing it at bits you don't need, a whole industry depends on you "
Last edited by typeRv4; 11 September 2010 at 10:52 PM. Reason: quotes
12 September 2010, 10:37 AM
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to that 
12 September 2010, 11:19 AM
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RR logs to check the measured load and pressures across the RPM range before and after changing the induction and then cross checking the AFRs with a wideband. After changing the induction, above 5000RPMs and high load the AFRs had jumped by between 0.43 - 0.75. I fixed this with a combination of adjusting the OL AFR map and some tiny tweaking to the MAF scale itself (which is normally not recommended since it can affect other things).
I created spreadsheets which automatically analyse the logs and flag AFR variances from the OL fueling according to load and RPMs.
Remember this is at only 330hp.
(BTW this is all for a 2.0lt newage - can't speak for a 2.5 as I've not done the analyses)
I created spreadsheets which automatically analyse the logs and flag AFR variances from the OL fueling according to load and RPMs.
Remember this is at only 330hp.
(BTW this is all for a 2.0lt newage - can't speak for a 2.5 as I've not done the analyses)
Last edited by aXeL; 12 September 2010 at 11:35 AM.
12 September 2010, 11:31 AM
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AFR leaned out due to the increase in size/flow characteristics of the new intake. Scaling the MAF for the new intake is my preferred method, I prefer to see a 1:1 fuel map with what I'm seeing with the WB. What I would have done is, ensure the stock airbox was scaled correctly within 5%(factory scaling isn't perferct), do the same with the new intake then graph the g/s against rpm.
12 September 2010, 11:55 AM
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Correct, hence we monitor the pressure and flow as well as AFRs. If the MAF was positioned badly it would affect the CL readings as well, i.e. you start to see the AFRs pulling fuel (it didn't) and the pressure delta would remain the same (it didn't).
BTW re-scaling the MAF first rather than the OL map is a very bad idea as it has implications for the many other maps which use engine load. By re-scaling you're affecting all of those as well. Adjusting the OL AFRs will specifically address the leaning issue in the particular map area required.
BTW re-scaling the MAF first rather than the OL map is a very bad idea as it has implications for the many other maps which use engine load. By re-scaling you're affecting all of those as well. Adjusting the OL AFRs will specifically address the leaning issue in the particular map area required.
12 September 2010, 12:04 PM
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I'm well aware that rescaling the MAF affects load. I'd rather rescale the maf and the few tables that matter than have my fuel trims massively - or +.
12 September 2010, 12:12 PM
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Fair enough. I just disabled the P0420 code and that was the end of that. Plus the fuel trims only apply to CL fuelling which only lends credance to just changing the OL map and not the MAF.
BTW All, I lied. It wasn't at 5000RPM I started to see the leaning, it was from 3600 at max load (2.45).
BTW All, I lied. It wasn't at 5000RPM I started to see the leaning, it was from 3600 at max load (2.45).
Last edited by aXeL; 12 September 2010 at 12:17 PM.
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