rob82

So you guys don't care about drivability? With a better coil and larger plug gap you will get a more complete burn - which means better usage of the fuel and less contaminants in your oil. Can anyone comment on what plug gap they are running with STD coils vs torque/hp they are making? I was at the limit of my ignition system on my rb3026dett -5 32 at about 12psi (7200N /290rwkw) with .9mm gap and that was with a fairly good ignition system(the parts were obviously old but in very good condition) they were good test coils for most other cars....

http://www.ebay.com.au/itm/FORD-FALCON-BA-BF-XR6-TURBO-6CY-IGNITION-COILS-SPARK-PLUGS-FULL-SET-free-sp-tool-/290714132375?pt=AU_Car_Parts_Accessories&hash=item43afe99f97 Bf coils are cop all you need to do is cut the boots in half and Add a laser cut plate(or a phenolic plate) - absolutely no reason you can't run them under the STD coil cover for less then half the price of spitfires. It will depend upon you ecu though. Ive never run spitfires any where near that sort of power - not saying that it can't be done but I wonder what the plug gap would be .6mm?. IMO if it's a street car and you want decent drivability/emissions and plugs that last more than 1000km you want minimum .8-.9mm gap.

Ls2 coils or bf ford coils depending on the ecu... At the end of the day when you are talking about inductive coil setups it's the coil that is the limiting factor - not the box that charges the coil. I've used bf coils on a 30psi plus 2jz with great results running around .95mm gap. Have also run ls2 coils on tt427 lsx motors up to around 20psi with 1.2mm gap.

Internal gates are generally better for turbine flow however suffer from less control of boost pressure. Both setups will make more hp by venting to atmosphere.

Not necessarily but close - there are too many variables to assume that peak torque occurs at max cylinder pressure. Most in cylinder pressure monitoring systems will look at average pressure across the cylinder pressure curve. But trying to derive an output for torque based on this isn't that easy you still need to consider the effecting moment on the crank. So if you have the in cylinder pressure curve plotted against crank angle, you know the effective moment at each crank angle and the rpm you could derive a hp value. So back to my initial point by retarding ignition timing you are moving the cylinder pressure curve further from the ideal point and also reducing the peak values - hence you are allowing more energy to escape into the exhaust system putting more work into the turbocharger.

Yeah load was bad terminology - it should read higher effective work. Also just because the fuel burns slower doesn't mean it's flame propagation speed is slower. Not sure what your on about cylinder pressures but they are not directly related to hp.

Try retarding ignition timing by say 6-8 degrees from mbt on a STD gtr on pump and see how the boost threshold increase and the boost rises - obviously you will lose hp everywhere though. Your doing the opposite by advancing the timing on e85. The one thing to consider is the ramp rate and the time on load before the ramp is started. Obviously with higher octane fuel you can safely run it at higher low rpm loads with less chance of knock for a longer period before ramping which may make the figures look better.

Hmmm I've seen the opposite - you will generally pickup power everywhere under substantial load but the boost will come on at a slightly higher rpm due to the higher effective load on the piston from running greater ignition advance. To a point the more ignition advance you run the lesser the exhaust energy you create.

No during crank it uses the cranking ms vs ect table. STD Nissan ecu's are the same and should compensated for when running large injectors.

I don't know who he's referring to mate. What v8 are you playing with? I've also priced up the kistler in cylinder pressure transducers and they are quiet expensive. The other thing is having a scope that can give you enough channels with a high enough sampling rate. I have used some of their quartz load cells and found them quiet robust.

I hope as a reputable "tuner" he was mis-quoted. Quenching the chamber is exactly that - rapidly reducing the temperature of the combustion chamber.

How is that a well known fact? Because its been written on the internet somewhere? That is absolute bollocks. In every application I've seen (actual dyno testing on multiple engines) you only add enough to quench the chamber. Putting more and more in even if you can get more ingition timing in doesn't net more power. Thats like saying if you add more and more fuel in you will keep making power!!

Did you put the belt retaining plate on between the gear and balancer?

I wouldn't be concerned with that load value as it probably won't be using that for any kind of load detecting at crank. That duty cycle is probably right for cold crank with standard injectors - not 1000cc injectors. At a 300rpm (crank) allowable inj on time is 120/300 x 1000 = 400ms so at .3% dc injector on time is about 12ms which is quite a lot of fuel for crank. I would try halving your cranking ms table. I often see "tuners" miss these tables when injectors are changed.

I would use whatever ecu runs the engine best. If you've never run the aftermarket ecu then I would not be setting it up on a new engine if possible. And believe it or not but bearing life will increase with a gradual progression of loading. I didn't believe a bearing would bed in but I've seen it while dyno testing a highly loaded thrust bearing and monitoring local bearing pressures and thrust load temps.

Does the knock control on the haltech actually work?

Should be able to - there is a few differing codes but pretty sure they will all run the engine. I think mine was mecr-218.

Hmm I was led to believe that they were tuned frequency sensor's not the broadband style. Pretty sure the are tuned piezoelectric sensor with an output around 0-1v depending on knock intensity/frequency.

Hmm pretty sure oil temp will have a huge effect on oil pressure. If your talking hot oil then it sounds a tad low at idle but i wouldn't be overly concerned with those readings. Depends a lot on your bearing clearances - maybe a little on the loose side. You sometimes notice lower oil pressure at idle with aftermarket/higher flow pumps due to gear mesh tolerances being slightly larger making them less efficient at lower speeds.

Not always the case though. I know there were some derivations of r32 ECM that wouldn't add fuel when the o2 sensor was disconnected - maybe the same for r33 ecm's.

That's probably your cause - when you disconnect the 02 sensor you are most likely adding 25% extra fueling throughout the entire rev range even onto load.

Pressure between lift pump and surge tank would be low - less than 3psi I would think. Depends on hose length and diameter. I think you would be better off using a single fluid sensor/switch. We use a capacitance style switch that changes state if the fluid doesn't surround the sensor. Can't remember who makes it - some German company. Also I wouldn't ever map effective fuel pump duty vs tps on a turocharged car especially on a non positive displacement pump. Really need to map pump duty vs manifold pressure.

Screw monitoring the surge tank side why don't you monitor the injector rail - that's what's important. Use a pressure differential sensor that is set to the pressure you want in your rail and set the bounds to say +/- 2psi. Hook 1 side up to fuel rail pressure the other side to manifold pressure. Use this http://www.mamcoswitches.com/differential-pressure-switches/mam0071.html

Totally agree its amazing that there are big branded ECU that havn't got the basics(fuel and timing) sorted and yes I've scoped alot of ECU's with various issues and it does keep them honest. I've tuned a few WOLF V500 and some have been ok - I had one that overheated and would cut injector output. I still think as far as a engine control system goes the autronic is still years ahead of the rest. You can do all those things you said before but you can add actual PI control loops ontop - with PI loops that actually work. The other biggest seller for me with the autronic that no other aussie ECU's I've seen (motec, haltech, wolf etc) have is idle delta igniton timing.

I love autronics but using the oem cas input I would only use the STD ecu, PFC or a vipec.