rob82

Nope I dont think that at all.

8mm thats a big gap!!! I think he means 0.8mm. And for a naturally aspired RB30 it should be about 1.1mm gap. Check that you didn't crack a plug when you installed them would be my advice.

A lumpy idle has more to do with the seat duration, ie the duration just as the valve opens to when it seats. Depending on the camshaft profile and the runout will also affect idle. I'm reserching some cams that are in the order of 264 at 4thou lift duration but 230 at 50 thou. This profile is very aggressive, probably too aggressive for a high reving 26 but not a rb30/26. 13mm Shims are massive I would definately not be using a shim that large. Another approach with grinding of the base circle would be to tip the valves that way you can use standard size shims around 2-3mm and standard buckets. Might need better springs thou.

Emulators.

Thats heavily polished for an intake port was it a street car??

I was tuning the V3.31D on an 04 STI today. Still not impressed with their PID idle control apart from that it seems ok. Dont know what other peoples expereinces with motec's PID's but I've had all sorts of trouble with their closed loop boost as well.

Is there some documentation from APEX regarding idle relearn proceedure because it should only take 30 seconds at the most for each idle condtion. I'm still a little skeptical on tihs whole 10min AC off then 10min AC on or what ever it is.

Would have thought that the leaning out had more to do with the fuel rail then the intake manifold. Its not a big issue just tune a little richer.

Very modest ramps I would have though if it was 294 on the seat and 260 at 50. Even still that's quite a resonable camshaft we usually run up to about 230-235 at 50 thou on standard delco ECU's before going aftermarket. Usually because aftermarket involves sequential injection. Off topic too... Opps

So what duration was it at 50 thou???

Its probably due to the fact that OEM manufacture's have a much more calculated equation of cylinder fill rather then just using a MAP sensor as a load axis for a fuel and ignition map. And as for MAF's not being a restriction while I would not like to believe it, its not true. Simplist case is a s13 or 14 SR20 with the standard MAF, now you cannot tell me that it is not a restriction.

Very untrue paul. The harder it is to get the air in the harder it is to get it out. So restrictions before the turbo can have a huge effect. Inherently the airflow meter can be a restriction this is why alot of the GENIII guys do stupid shite like pull the AFM mesh(flow straightener) out or they do mafless tunes. I know that for a street car of my own it would either have an autronic or AFM's. I would rather jeopardise a little power for better driveability and consistent fueling. You've got to remeber that a street car will spend proabaly 5% of its life at WOT so how it idles, drives away, cruises and tranistions into WOT is more important to me than a peak power figure.

As would most people that accidently turn there cars into water pumps.

Should be good when you go through puddles!!! Going to turn her into a water pump eh?

Exactly!!! Plus the PFC and standard ECU take into consideration injector latency, try explaing that to the WOLF technicians. I have, there answer was thats what acceleration enrichment is for - completely missed the point.

The factory ECU has no trouble at all with a stable idle using 440cc injectors with standard fuel pressure in my GTR why does the WOLF struggle???? The PFC also has no problems. If there is any kind of mathematic calculation of cylinder fill behind the wolf then by using a ratio regulator you will definately put it off.

The whole idea of an aftermarket ECU is to control the injectors and timing among other things. So let me get this right your changing the mixtures with a rising rate reg to use a lower base pressure at low vacumm to control the injectors better???? Do you also realise that the silicone nomex diaphrams are alot more inconsistent and variant on to temp than a standard FPR that uses a steel diaphram. Your going backwards...... When are you going to put the carby back on???

You cant change the phase angle/sync point too much as the rotor will be pointing in between or slightly skew of the rotor cap buttons which will cause a misfire. I was at 78 degrees with the dizzy right to one edge and the minimum timing was 22 degrees. You've got to remember too that more points doesn't necessarily mean more accuracy so in saying that the comparing 600 points of the WOLF to the PFC's 400 means f**k all. Thats why you can tune an Autronic with in a similar car with 80 points. Hell an XR6T uses 14 rpm points at 6 different cam angles so a 6x14 table and thats with closed loop cam control. So that means that an XR8 uses a 1*14 points to do the entire fuel calculation as it has no cam phasing. And I can garuntee you that its much more accurate than any aftermarket ECU I've ever seen!!!!

GTIR's dont have a a geared CAS as they run a dizzy that can only go in 2 ways 180 degrees apart. Now what I thought was a plugin was an ECU that when you plug it in you dont have to change phase angles or the like. So no I couldn't just turn the dizzy/CAS. THis is probably where wolf f**ked up.

The wolf has pretty much all the maps a motec has with about 1/10 of refineness. They have all the maps in there and some of them work some of them dont. I've tuned two cars with wolf(and thats as many as I ever want to) one was a plugin for a r33 that was fairly standard all the usual mods - exhaust, FMIC, boost control etc. I found that it controlled the idle quite nicely it also seemed that the timing control was quite precise and the fueling was fairly consitent and tunable. My second expereince was a GTIR pulsar plugin running a gt28 BB turbo, 440cc GTR Inj exhaust, FMIC blah blah balh. The idle control didn't work, the phase angle of the timing was incorrect (minimum timing number was 22 degs - its not likely that you need less than 22deg in a turbo SR20 is it!!!) and the angle couldn't be retarded. Contacted wolf - whats wrong standard ECU idles fine with the timing in the correct spot put plugin wolf in and timing is wrong. THey are still addiment that there phase angles are correct. Now the car had 750cc inj to begin with which where absolutely impossible to tune down low so we replaced them with 440cc inj and it made it just bearable. The thing I noticed which said it all to me was that when change from 250rpm increments to 125rpm increments and making no changes it then ironed out certain fueling bumps during a WOT ramp - what the??? This indicates that there interpolation between cells is just shithouse which I think is one of the biggest problems thats why you need 600000000 cells to tune a WOLF.

Iraway7's are the go, they're pregapped to 0.8mm but should be checked to that value.

I'm curious about this hydra its apparently doing ETC and vairable cam timing isn't it?? Have heard they are working on a plug in for the EVO 9.

Are you running 9.0:1 comp with standard cams??? Also has anybody used gt2560R from GCG on the a RB30/26 combo?

ECU resets now fix: 1. Flat tyres 2. Flat Batteries 3. Broken head gaskets 4. Spun big ends 5. Crack or destroyed ring lands and 6. Dying fuel pumps

Dude do you said it yourself that there was no fuel flow so how the f**k is a ECU reset going to fix that? I've got a spun big end I wonder if an ECU reset will fix that?????? And Paul as for self learning the PFC doesn't have fuel trim cells so each time it goes through a certain point that may be above or below stoich then it has to trim the fuel accordingly it will not learn rich and learn areas of the map and compensate for it. Also the self learn idle is just a control loop of the IAC motor nothing else.