rob82

Overcharge the coil by a shit load and probably break.

backprobe the voltage on the trigger wire with ign on if you have 12v or 5v it's a negarive trigger

The LSx coils from memory use a 5v poitive trigger and need about 3ms dwell at 13volts. They are a dumb ignitor as well. Once again from memory the s2 r33 use a 12v negative trigger with about2.2ms dwell at 13volts. They are also a dumb ignitor. Not sure what yourgoing to do to trigger them.

Eboost aren't Pid or even pi controllers. Where do you enter your desired boost level? Any reason it needs to be a pi based controller - there's very few on the market. Give me an avcr any dayof the week.

I think your being quite ambitious if the goal is not for more top end. I've also done alot of R&D on intake manifold design mostly on aspirated engines but I have tested varible runner length intake manifolds in turbo charged engines with good bottom end turbo responses found (upto 500rpm better spool rates). I've also been involved with the beautiful FR500 intake manifold on both 4.6L and stroke 5.4L modular V8's with various mods. In alot of boosted applications I've never noticed any tangiable gains in upgrading to larger diameter throttle bodies. I can give you two scenerios that may surprise you: 1. HTV2300 boosted LS1 wih all the fruit - the client wanted a MAFLESS tune in order to get rid of the 78mm MAF and ultise the 90mm throttle body and intake. THe vehicle had previously made 410rwkw with the std MAF, in 4 hours of tuning I didn't see a sigle gain in horsepower at any rpm. It also didn't loose any power. 2. In some XR6T's once the exhuast and Intercooler have been upgraded along with fuel system the vehicles have a tendance to over boost due to the 32mm wastegate port. In these situations I reduce the throttle opening to control the boost. I can tell you that in some situations I have remduced throttle openings to 40% total opening without any loss in horsepower and this is up around the 360rwkw mark with the std(72mm??) throttle body. I dont know your current setup but a change in runner length may warrant more gain in response and midrange power without a loss in topend power. Note that I'm not discrediting proper port matching as ruducing turbulance in the port can really help.

The std throttle bodies have a combined area of around the same as a single 100mm throttle body. Porting the std throttle bodies is a completely useless mod unless your making over 1000rwkw. Garunteed the ported throttle bodies are a bitch to seal and have all sorts of idle issues. I thought everybody knows not to f**k with the std throttlebodies.

Are you guys suggesting that E85 will run cooler that normal pump fuel within the fuel system?

Havn't got a vacuum leak do you? Also is there a throttle switch as well as sensor? No one here has mentioned 02 sensor - which may have been disturbed when you changed the dump pipe. If its fine under tull throttle its unlikely to be the fuel pump.

First of all every twin pump setup I have done has switched the secondary pump, so it is imperative that there is a one way valve in front of the secondard pump so that the fuel system will even pressurize - so I fully understand the need for one way valves in fuel systems. While putting a check valve on the suction side will work - it can however reduce the head at the input to the pump if the system is gravity fed from the surge tank. The problem also with larger pumps is the reduction in capillary action due to larger diameter intakes which means you need more head to aviod cavitation. So you really want minimal restriction before the pump. Then there is also the electrical load issue of increased starting current due to the pump having to start with a pressuized fuel infront of the pump. May be enough to blow a fuse. I've also never seen an OEM pump have a check valve on the suction side of the pump either.

Dont put them one way valves on the suction side thats a dumb idea. If you go twin 044 get the proper ball valves from enzed and put them in front of the pumps this way fuel pressure wont beled down after they turn off. Also only switch the second pump on when it is required so you dont heat the fuel to much. There is a new bosch motorsport pump that they list in there new motorsport catalog supports 5.6L/min at 5Bar with only a 4% drop in flow at 95C fuel temperature!

The injector dynamic injectors ID1000s are awesome but by my calcs they should be good for at least 500rwkw on E85 unless its a very ineffcient engine.

Those specs are crap - got to this site http://www.bosch.com.au/content/language1/...s/fuelpumps.pdf Then you will see that they are only good for 200LPH @ 5Bar = 3.33L/min @ 12Volts. I've never seen a single 044 ever make 400rwkw safely on our dyno. And as for 6x 1000cc/min not being enough for 400rwkw on E85 thats crap too - I bet your fuel pressure is dropping or your trying to make power above 10 000rpm. I've made 420rwkw on an xr6t with 6x 660cc/min injectors with a base fuel pressure of 4bar with 16psi of boost and that was with 1x 044 and 1x walbro intank in semi parallel pump setup.

Its remap time.

6x600cc = 3600cc/min = 3.6L/min of fuel when the injectors are fully on. An 040 supports 102 L/hr @6.5Bar and 12V = 1.7L/min so if your fuel pressure on boost is say 4bar you can expect at least (6.5/4)^(1/2) x 1.7L/min = 2.1L/min maybe more if the fuel pump voltage is 13.5V. So an 040 is good for about 400 engine hp @BSFC = 0.55. http://www.bosch.com.au/content/language1/...s/fuelpumps.pdf

What ecu are you using?

Absolute crap low pulse width control - very non linear delivery below 1.1ms on time - which is too much fuel for a closed loop idle. They also do not turn on at 9V and 43psi of rail pressure - ie when your cranking. Highly recommend the nismo's never had an issue - prices vary.

The sard 850cc side feeds are crap - I wouldn't go near them.

MAP based PowerFC's seem like a really smart AFM based system thats been converted to MAP with no real speed density model. They were obviously made for the US market as most people dont understand MAF transfer tables and desired AFR tuning and have just read on forums that "MAFLESS" Tunes always make the most power. If they added an editable charged temp table with a proper high speed IAT sensor along with injection phasing angle tables it maybe a benfit. Also idle rpm delta igntion control would help to get the lope out of some of the bigger cams as well - but very few ECU's offer this. Besides that I have had issues with inconsistant fuelling - mainly on GTR's that should be throttle/speed density mapped anyway. The SR's have a decent MAP signal which sometimes tune better - but I just prefer to use the MAF based PFC's.

The std line will choke up 2 044's but it will flow enough for that horsepower level. I would definately switch the second pump on at high boost/rpm. Dont forget to put a one way valve in front each pump - even if you dont switch the second pump.

2x 044 is alot of horsepower. Thats enough fuel flow for around 1100hp. A single 044 as a lift pump will flow around 7L/min. More is not allways better.

Best way to find it is to cut a 30cm length of fuel hose and put it down over the spark plug hole and hold your finger over the end while turning over once it starts to pressurise you know its on compression - keep going until you get to TDC on the balancer.

The amount of load and rpm points means nothing when it comes to the ability of ECU to control fuelling and timing. I think most of the the ecu's mentioned offer heaps of tuning cells as there interpolation is crap. BA falcons use 2 14x6 tables to control fuelling up to 22psi of boost and that includes two varaiable cams and they need to pass emmissions. I will also pass on tuning wolf as usually there is nothing but grief for both the tuner and the client. In saying that I have heard good things about the new V500. I've had similar issues with the windows based Haltech before the platinum series. I've never had issues with MAF based PFC but definately stay away from the MAP based versions as they are crap. I've also never had issues in tuning the std ecu.

Better off getting an aftermarket rail and adapter a newer style injector - you can get much better injectors for cheaper - like siemens dekka 60Lb/hr injectors.

You would have to make a mounting bracket up which would sit the coils up higher - ie away from the heat. The xr6t coils have a slight offset on the plug boot but the xr8's run a straight boot, you could probably get way with either as you would probly cut the boot in half so a slight offset wont be an issue. They just run a spring inside the coil boot from coil to spark plug so you could even use a boot off something generic. I've tested theses coils on numerous occasions and are able to fire up to 35mm gap - which is as far as my coil tester goes, so firing a 1.1mm gap at 20psi on an rb30 will be a walk in the park!. These coils are also used as a multi stike at idle on the falcons to help with emmissions - so if your ECU permits you could also do this.