rob82

When you are running 205's and trying to compare the difference between 560hp and 600hp your kidding yourself. I will often tune a big hp xr6t (over 10000N of tractive effort) - only to go back in power over multiple runs. Does it mean the engine is making less hp - no just means the tyres are absorbing the hp and not transmitting the power to the roller. If you drive he car on the road and scrub the rippled edge off the tread allow them to cool and then throw it back on the dyno the hp comes back up. On a 500rwkw car (11000N of tractive effort) I can see another 50rwkw when the tyres cool down and loose there edge. Sounds like what happen in that thread.

The sm4 has a charge temp estimate table. Plus you enter compression ratio so it can work out charge temp after compression. What other ecu has that. And as for 4d tuning its a snack when you have a ve equation. I tuned an ls1 that was in a plane with individual throttle bodies and medium size cam (238@50 square) So I was tuning in 5d if you factor in baro compensation. That was fun......

Autronic all the way....

Considering your engine will consume 0.2-0.4l/min to make between 20-40kw (enough for cruising) and your constantly sending minimum 7l/min to the front - what do you think will happen.... Combine that with massive fuel rail block that's close to engine temp of course your going to have issues.

That variable is to tell the PFC when to go open loop. Ie when the values in your fuel map are over 1.047 it goes open loop and multiplies the theoretical pulse width by 1.047.... All of what gtsboy has said about lambda is correct.... I wouldn't usually run too much extra light load timing obviously under load you can add extra ignition advance. From 98 to e85 on a knock limited engine I've found an extra 8 degrees to be the magic number but will probably be less on a rb25. Also I've had no issues running closed loop mixtures on e85. You sometime need to retard your injection event due to the increased vaporization. Unfortunately you don't have access to injection phasing with a PFC.

From what I've seen e85 vs methanol - it is nowhere as good at keeping temps down. We had no cooling issues with a methanol injected 350chev - swap to e85 bam, not enough coolant capacity/radiator and we had heating issues. This was a drag car with small radiator. You only need to look at the extra volume of fuel required compared to e85 to see where the cooling comes from.

Well considering the RON (research octane number) value is measured via knock feedback on a variable compression engine I would suggest that you would be able to make some fairly valuable results from monitoring knock levels with 98 vs e85. To the original poster if you are knock limited than you obviously need higher octane fuel to achieve a better result/higher knock resistance. An intercooled will help cool the charge making it less prone to det but will not aid in octane. Wmi will do both these things. If it were my car I would make the intercooled fit and run e70 - this is obviously the best solution..

Is that on e85? Also what cams?

You answered your own question. Remove ballast resistors and tune away.

It was non intercooled running around 22psi of boost. The measured intake air temp reduction on a 6sec run was around 15degree C at the rev limit. From around 75 to 60degree C. The wmi injector location was at the outlet of the supercharger. This was a low compression engine (8:1) and was not at all knock limited hence there were no gains with wmi even though the intake temp was reduced by 15degrees.

Just proved in practise again my thoughts that unless the engine is knock limited there is no gain in wmi. We lost over 65hp on a 1014hp engine with wmi on - that was with a snow performance kit 50/50 mix. That was on a 434ci chevy v8 with f1 supercharger non intercooled on e85.

R33 are a different story. They have delta rpm ignition control which will add/subtract timing to control the idle speed.

Yes

The e6k is like the platinum's retarded brother. Unfortunately both are from the same gene pool though......

Sounds like a poor sealing throttle body or possibly too tighter valve clearance.

Could just mean that it's close to the desired idle speed. If you increase the commanded idle speed you should see the aac duty increase. Good luck finding the cold start retard - I think it's a static number in some ecu's.

I don't underestimate the ls engines but I just don't see the power that most do. STD Ls2's on our dyno are regularly in the 215-225rwkw mark on the autos another 10-15 rwkw with a manual. I've also seen two standard ls7 only make 310-320rwkw. How does this compare to other peoples dyno's?

Wow must have been a good one that's about 30-40kw more than most make!!

Most three way Catalytic converters need the tune to be close to stoic in order to keep the cat at elevated temperature and to aid in the reduction of your three gases. This will be difficult with 1000cc injectors. I would also recommend using std 370cc injectors or similar.

Couldn't find a direct comparison to fp but there are comparisons to bw turbos. I'm more after a comparison of the larger frames eg - gtx4508 vs fp hta gt4205r. Might be a tall order on a skyline forum but there are some people here that hate power below 6500rpm.....

Good luck with 1000cc injectors.... What the shops have suggested will be your best chance. Try to find a second hand bf xr6t cat. They are euro 4 compliant and often thrown away when exhausts are upgraded.

Just wondering if anyone has had a direct comparison between the Forced Performance hta range of turbos vs the gtx in the same frame? I've had really good results with fp turbos but never had direct comparison to the gtx range.

If you have datalogit save the current tune and initialize the PFC - try running the STD tune(the 1000cc injectors should com) and see if it start. If it does then you probably have a tune issue.

Where the litters bled before cams were installed? They probably don't need to be if the base circles are identical but if there is a lobe with a slightly larger base circle then possibly you have a valve that isn't fully sealing. Have seen it before, as the valve heats up and becomes elongated the valve stops sealing only slightly enough to cause a slight misfire. Usually only noticeable when the engine is at low rpm when hot. Also when an engine doesn't respond to changes in the tune then generally you should be looking elsewhere.....

Put the decel enable back to 2500rpm with the disable at 2200rpm then disconnect the vct solenoid and the see how it idles. Sounds like you maybe dealing with multiple issues. Isolate the things that can affect the idle then work out what's wrong.