rob82

It really depends on if you talking about manual or automatic transmission losses. In a manual transmission the side loading on the bearing will increasing linearly with increasing torque. So the more torque produced the higher the transmission loss. However I would have thought that the axial bearing loads would stay realtively consistant with torque. Which brings me to the point that sraightcut transmission gears will most likely consume the same amount of power whether your making 100hp or 1000hp. Automatic losses are a completely different ball game.

Have been through these problems before on the XR6T's - ie biggish engine littlish turbo. You will find that most crappy internal gates are not very lineaar if you compare pressure applied to rod extension. We found that some actuators sold as a 8psi actuator would crack around 7psi and be at full extension by 30psi. We went through alot of actuators before finding the right one. you may need to test this for yourself. The other trick is to change the boost source for the actuator to right at the start of the scroll as you will find that with more flow the pressure at this point goes up when compare to the scroll outlet. On an xr6t if you had 12psi at the outlet at 5000rpm you may have upto 15psi at the start of the scroll. This obviously puts more pressure onto the actuator to open further - hence better boost control. PS - there is nothing wrong with internal gates in the right applications esspecially if you can get your hands on a dual sided actuator.

No one is going to be able to give you that information as its so dependant upon location and calibration. What I would try is to start on the richer side and progressivly remove enrichment until the percentage enrichment vs percentage EGT gain starts to increase rapidly. You will most likely find that going from say 10:1 to 10.5:1 will do little compared to 12:1 to 12.5:1. I would do the same on E85. There is no exact science as you have no real way of monitoring individual cylinders. This is where Ion sensing coils really help.

Diff gears have no effect on power output.

I've never seen a clutch hold enough torque to do up the crank bolt - to factory spec anyway! Would highly advise locking the crank via removing the starter motor.

R33 run delta ignition control to stabilise idle it will never read a constant 15degrees. If its lower than 15 then you may have a leak or too much bypass air if its above then you may need more bypass air.

Has the boost source for the actuator changed. ie has it changed the from one side of the intercooler to the other? Actuator wasn't rubbing on anything before.

The 044 is overloading the return flow rate of the std regualtor the problem with this is that you will have varying fuel pressure under light load. THis is about the only time I would recommend using an aftermarket item - not sure if the nismo's have that much more return flow rate then the factory item, a sard will work fine tryed and tested.

Any body been monitoring EGT's with increased compression ratio's while using E85 - have seen some pretty interesting results on aspirated engines in regards to reduced EGT's with higher compression - would expect the same on boosted engine tho havn't proved it yet.

That amount of carbon build up around the thread end is not normal - I would be very dubious of the tune and or too colder plug. If my tune resulted in a plug that read like that I would concerned.

It looks as tho its been rich fouled and then it has partially cleaned up. Hence the heavy carbon layer around the plug end.

Looks quite rich fouled. Also is the crush washer crushed? What heat range.

What heat range plug and what gap?

Polished combustion chambers cause less atomisation hence the 12:1 AFR and exess soot. Seen it on many cars with polished combustion chambers. The sards wont give you great atomisation either.

I would use one before a haltech E6X - E11.

Microtech's have their place but PFC's are a much better ECU.

Sounds like super polished combustion chamber - did you specify a combustion chamber suface finish? However if the pulgs are black then I would be looking at the tune. Any chance its really rich on cruise and idle?

THe ID1000 are only about 880cc/min when flowed with N-heptane. I ran out of injector at around 280awkw on 50:50 pump/e85 on an evoX I did recently - I though the ID1000 would be enough for at least 300.

These pumps are just a f**ked idea on a street car - by there webiste they flow around 800lb/hr at 40psi thats equivalent to over 8L/min. Its just too much fuel flow.

How much power ou making? What injectors?

The knock resistance of E85 is quiet high and on most setups you can run virtually whatever ignition curve you want without knock. However there is absolutely no point going further than MBT as you will cause combustion gases to act on everything within the chamber for longer. E85 tuning really needs to be done on the dyno to find MBT.

Sounds likes its wired into the AC request pin. Should be pretty straight forward its one wire from the dash to the ecu.

He cleaned them with an Oxy?? Thats the most f**ked idea I've heard in a while, talk about thermal shock to the insulator. Oxy acetylene is over 2500deg C, combustion chamber temp only get to around 1000degC. Your lucky you didn't bend a valve.

NO NO NO. When it comes to sensor signal grounds there is a big difference than chassis ground. The AVCR is just driving a solenoid so using the chassis as a GND is fine. When it comes to SAFC or any device that is connecting to a signal voltage then you must use the sensor GND as its most likely at a different potential to chassis GND. On most cars it is HIGHLY critical that device manufacturer has matched the input impeadance of the aftermarket device to that of the std ECU and they will almost all use sensor GND as a reference NOT CHASSIS GND.

Agree with the adriano. Alot of people dont realise that some r32 and most R33 ecu's will apply learned closed loop fuel corrections at open loop as well. So if your fuel trims are learning +10% of fuel in closed loop there will also be 10% extra fuel in open loop condition such as WOT.