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Everything posted by Sydneykid
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R33 GTS 511rwhp-Stock injectors DYNO
Sydneykid replied to magic1's topic in Engines & Forced Induction
That's simply not true, take a look at the 1,000 cc Bosch Motorsport injectors. The 370 cc RB25DET injectors are crap compared to them. Plus the spray patterns are selectable for close, mid and long inlet. I have absolutely no doubt you would get better everything using them, max power, average power, idle quality, emmisions and fuel economy would all benefit. The reality is there is nothing that the standard injectors do better than many aftermarket injectors. As long as the ECU can control them of course. -
GTR injectors in 25DET Inlet manifold?
Sydneykid replied to StockyMcStock's topic in Engines & Forced Induction
This is a picture of the 3 types of RB injectors, starting from the left, #1 is the R34 GTT RB25DET Neo top feeed injector, #2 is the R33 GTST RB25DET side feed injector, #3 is the R32GTST RB20DET and GTR top feed injector. What you are trying to do is fit the larger in diameter (solenoid area) GTR injector into the samller in diameter (solenoid area) RB25DET manifold. Without machining, I suspect it simply won't fit, it will be too big for the hole. You will also notice the stepped nozzle (pintle area) on the GTR injector, I also suspect that it won't fit into the RB25DET manifold as it will be too short wihtout the step. Bottom line, I have never personally tried it because it looks like too hard a job to me and simply not worth the time required. Hope that helps:cheers: -
SafcII+SITC+Z32AFM+550cc Injectors?
Sydneykid replied to knore's topic in Engines & Forced Induction
Hi Knore, injectors are measured in cc's per minute, so 550 cc's per minute versus 370 cc per minute. This means if the ECU opens them for the same amount of time, the 550 cc injectors will flow 48% more fuel than the 370cc's. The ECU is programmed to open to open and close the injectors for different lengths of time (duration) according to how much fuel the engine needs. By adjusting the SAFC you are tricking the ECU into opening the injectors for a shorter time. As busky2k said, I would also suggest around 35% leaner on the SAFC adjustment as a starting point (just to be safe), then get it tuned properly. If you don't understand what this means in SAFC speak, then I suggest you should grab a copy of the manual and have a read first. Hope that helps -
R33 GTS 511rwhp-Stock injectors DYNO
Sydneykid replied to magic1's topic in Engines & Forced Induction
Hi Tristan, thanks for the post, responses follow; 1. My recollection of your quote was that the Wolf was the "best", I did not read anything about value for money. Obviously $7K is a grosslly inflated price, we have 4 Motecs with everything and the price never gets anywhere that for the ECU. We do have dashboards that cost that much, but that's a whole different ball game as the PI System 4 (the Motec equivalent) cost $17K. 2. I am sorry but I'm not sure what you mean by this, the M600 (for example) has pulse width modulated, stepper motor and fly by wire idle control capability. It has programable idle control for air con, cold start and run, power steering and electrical load compensation. It also has 14 programable outputs and 14 programable inputs, so you can do idle control and compensation for anything you like really. 3. I have had this discussion before with Steve, it is not "plug and play", you have to plumb the MAP sensor for a start. 4. We can argue back and forwards about which method of firing injectors is better than the other. The fact is that Motec (Autonic and Power FC amongst others) use the full sequential control, which is what every top level Motorsport team and the car manufacturers use. Whether it is LeMans, F1, V8Supercars, WRC cars or fuel ecomony record holders. They all get better performance and fuel economy out of that methodology. 5. I have never had a problem getting a Motec to run the standard coils. We have one car with the Motec CDI and Mercury outboard coils, but you have some way to go in the horsepower chase to get halfway to where that car is. 6. I have already responded to Steve's PM'd claims of more load points. It really depends on how you count them and what you count. The M600 we use has 2,600 load points for injection. This is what I told Steve, I was going to leave it at a PM exchange, because we could argue for days on this point alone and get nowhere. But you have opened it up for all, if I don't respond I will get 30 more PM's asking for the data anyway, so...... Main Table - 40 X 21 = 840 Individual cylinder tables - 20 X 11 X 6 = 1,320 Sub Total = 2,160 Then I could add the secondary injector tables End Primary - 20 X 11 = 220 Start Secondary - 20 X 11 = 220 Total = 2,600 I am not sure where to take this from here, I could come back with 20 plus things the Wolf is deficient in compared to the Motec, without even even testing my brain. But what will it proove? You guys are getting good results, so keep up the good work. -
In the value for money stakes, the Datalogit was (and still is) one of the best value buys I made for ours. We use it on the 2 X GTR's, the R32 GTST and the R33 GTST. That said I still have a Commander as well.
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R33 GTS 511rwhp-Stock injectors DYNO
Sydneykid replied to magic1's topic in Engines & Forced Induction
265 rwkw (355 rwhp) = 11.9 at 119.8 mph in an R34 GTT So 511 rwhp should = high 10 at ~130 mph -
R33 GTS 511rwhp-Stock injectors DYNO
Sydneykid replied to magic1's topic in Engines & Forced Induction
If the injector is running at 90% then there is insufficient capacity left for acceleration enrichment. When you push the thrott le down the ECU adds more fuel for a short period of time to help the engine accelerate. If you dont add any fuel the engine will hesitate and only slowly accelerate. If the injector is running at 90% then there is insufficient capacity left for engine temperature enrichment. One of the ways to cool down an engine is to add a bit more more fuel. That is not possible if the injector is already running flat out. One of the things we do with the V8SuperCars (that why they trail flame out the exhaust on overun. We add extra fuel to cool down the cylinder heads, you can see the difference on the data logger. If the injector is running at 90% then there is insufficient capacity left for engine protection. If you program in some protect strategy for overboost, excessive air flow, high water temp etc there is no extra fuel available to save your engine. In an extreme case there may not eve nbe enough fuel for cold run enrichment. Without extra fuel until the engine warms up it will run like a dog, stall, may not start and generally be real pain in the ass when it's cold. Actually the fuel flowing through an injector is what cools it down. So it could be argued that more fuel through the injector = cooler running. That's not quite right either, a solenoid is an electromagnetic device. Holding it open continuously does not allow any magnetioc field recovery time and it eventually won't close against the boost pressure. There is a big difference between 99% and 100% in that regard. Hope that helps:cheers: -
The Ultimate Turbo for your RB25DET
Sydneykid replied to Bass Junky's topic in Engines & Forced Induction
Some more info came to light after that original post that may clarify a few things; Personally I like to set up my car so that it has its max power whenever I push the throttle down. I don't want to wait to "turn up the boost" and "stick some toluene in it". I want to be able to go fast anytime I like and for as long as want. With the GCG ball bearing high flow on the R34 GTT we could turn up the boost (it runs 1.3 bar all the time) and stick some TurboMax in it and make another 35 rwkw. That would bring it up to 300 rwkw, but not EVERYDAY, not ALL the TIME, not WHENEVER I want. That's the big difference to me personally, other people may well be happy with spending an hour or 2 before they can go fast. -
Correct, but not as accurately, they use manifold pressure in the algorithm (with rpm, throttle position etc) to calculate the airflow. The AFM actually MEASURES the airflow.
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The one and only genuine N1 block that I have looked at (and had ultrasonically tested) has thicker cylinder walls. This seems to have been accomplished by casting the water jackets smaller. The outside of the block looked the same as normal:cheers:
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I Don't know about the standard ECU, but the Power FC Commander shows boost levels and the PFC has a tunable boost correction table. So it certainly knows how much boost there is.
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Question 1 - aftermarket wastegate actuators
Sydneykid replied to Peter Wilson's topic in Engines & Forced Induction
Hi guys, I use the Autospeed (with Norgren valves) style of boost controller a lot. It has one valve that controls the maximim boost level and the other stops the wastegate actuator seeing any boost until a preset level (I call it the minimum pass level). So I can set the max boost to say 1.1 bar and the min pass level to 1.1 bar. So the wastegate actuator sees zero boost until 1.1 bar, this means the full actuator spring preload holds the wastegate closed. I don't get any boost drop off, well, as long as the turbo has sufficient airflow capacity to hold that boost level. I can lower the minimum pass level to say 0.75 bar and this softens the boost hit, better for racing in the rain. For ~$100 I haven't found anything that works as well and is so simple to set up. -
Sorry Adrian, can't help you, I never use nitrous.
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Hi J, one of the projects for this weekend. Did you simply use the aerial plug that came with the Jaycar converter,? Or did you have to change the plug? I think I read that Stageas (Skylines) had a 2 pin style plug, not the more common coaxial style.
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Maybe try cleaning the AFM and the connections, if you haven't done it recently.
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The AFM is the best device yet invented for measuring airflow. Boost is irrelevant, it's airflow that makes power and the ECU knows how much airflow (via the AFM) so it adds the programmed amount of fuel for that airflow. For constant throttle cruise and idle it runs closed loop, so it constantly adjusts the A/F ratios to maximise the fuel economy and minimise the emissions. There is no"problem" with the standard ECU, other than its (open loop) programmming is usually a bit rich. A properly tuned Power FC has no such problem of course. Hope that helps:cheers:
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The AFM doesn't care about boost, it just measures the airflow.
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stagea engine management options
Sydneykid replied to 32vspecII's topic in Four Door Family & Wagoneers
Nope, they have no shift logic. What you can do is use one of their outputs to change gear. Stuff like at 60 kph change into second, at 120 kph change into third etc. This is OK for a drag car, but not realy "shift logic". Where you want smooth up and down changes, down hill, up hill, under load, cruising etc etc I was told that the lines of code to get an auto to changes gears properly, all the time, was over 1,000 times more than that used to get the engine to run. That's why you can buy manual car ECU's easily, but very very few auto ECU's. In fact the only one I have seen is the Power FC for Toyota Chasers and my understanding is it has Toyota auto shift programming anyway. -
R33 GTS 511rwhp-Stock injectors DYNO
Sydneykid replied to magic1's topic in Engines & Forced Induction
Give me a break! :bahaha: All the ecu does is turn the injectors on and off, for the programmed amount of time (duration) at the programmed time (timing). There is no magic there, 6 light switches do the same job. :idea: Line up the Wolf with a Motec M600 and tell me where the Wolf has ONE advantage. It is slower, has less load points, its sensitivity is deficient, the current carrying capacity of the injector drivers, the ignition drivers current capacity, the ability to handle F&W and S&N lambda sensors, the closed loop response, memory capacity, the data logging speed, lambda range, lambda resolution, RFI immunity, battery transient protection, fuel calibration accuracy, ignition calibration accuracy, number of outputs, number of inputs.........I think you get the drift. A small tip....you are not dealing with people here who simply/blindly accept things. If you truly believe it is superior, then you have to state why. If you don't know, then find out. NO ONE here is going to believe you otherwise. -
stagea engine management options
Sydneykid replied to 32vspecII's topic in Four Door Family & Wagoneers
Personally, I am going with the SAFC 11 current version, for ~$400 this gives a good A/F ratio result. You can't play with ignition as the auto needs ignition retard to give smooth shifts and not overload the transmission with torque while changing gear (prolongs gearbox life). So looking at other options with ignition control capablity (EManage for example) is a waste of money. Full ecu upgrades, Power FC for example, aren't on the cards for me as they have no programming for the auto. Sure they run the engine itself just fine, but not the auto for the reasons above. I am looking at around 200 awkw (that's about double the standard kw) and I have seen plenty of SAFC's work perfectly well at that power level on other RB25DET's. So the decision is pretty easy for me. Hope that helps:cheers: -
Hi Adrian, the problems I see with 103 is it is bit light at 0.744 which is 5% less than TuboMax and its oxygen content is way down (over 40%). The high RON/MON is not the only factor I would consider. I would say from the specs that 103 is designed for very high boost levels (2.5 bar +) on engines with big injectors, hence the high RON/MON and low density. TurboMax because of its much higher oxygen content, would work better in engines at lower boost levels (say 1.5 bar +). Due to its density level, it would definitely work better in engines with marginal injector sizing. Horses for courses:cheers:
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Question 1 - aftermarket wastegate actuators
Sydneykid replied to Peter Wilson's topic in Engines & Forced Induction
Sorry Iopia, can you please explain this? It has been my experience that once the wastegate is fully open (target boost has been reached) the spring in the actuator does nothing. Any boost drop off has been atributable to other factors (too small a turbo, poor flowing cylinder head, restrictive exhaust, etc). I need helsp understanding how the wastegate actuator spring preload helps this:cheers: -
budget performance computer for rb20det
Sydneykid replied to warpz0r's topic in Engines & Forced Induction
A tune of the standard R32 computer would also be my sugestion:cheers: -
Tried O'Briens? A few years ago they used a windscreen of mine (no, not a Stagea) to make a mould where they didn't have one.
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It has been my experiecne that with an oxygenated fuel, particularly one with a high specific gravity, I also need to take some fuel out of it as well. It is the weight of the fuel that matters, not the volume. The ecu operates by varying the volume, so to allow for the extra weight I have take out some volume to get back to the correct weight. Hope that makes sense:cheers: