paulr33

my bad - post removed

happy birthday and all the best take it easy and have a good one

i dont do pm's sorry what ever issue you have would be covered in the faq - have a read

clean off as much as you can then go for a drive if it comes back then you have an issue - it might have been a once off if it keeps coming back its usually the turbo oil seal that gets shagged

unlock the powerfc using datalogit - it would seem silly to buy another pc cos one of them is locked i have a datalogit box that can be used to unlock the powerfc - but i am busy tonight

ok time to close weve all put in our 5c's worth of comments this is what insurance is for - regardless of fault, the car gets fixed

happy bday and all the best will see you soon for some drinks

hello there are a few things worth noting before we run along a tagent there is no given exact RWKW or PSI rating for a given AFM maxing out when an afm maxes out or hits its celing limit in voltage it cant show the ECU any more increase in air coming into the engine (or LOAD) i call it LOAD as most engine ECU's refer to a LOAD axis, regardless so if its map sensor or afm, they say LOAD so once our device (be it map sensor or AFM) max out, the LOAD signal to the doesn't increase so scenario #1 AFM hits 5.1v and doesnt increase from this point onwards LOAD doesnt increase (lets pretend LOAD is a made up number of say 15000) 15000 units of engine load for our given ecu. lets pretend the ECU is a powerfc as these are common and our LOAD is 15000. this doesnt mean 15000volts or anything, its just a load index. lets say the max load index possible is 20000 for any given situation. so at 15,000 LOAD its near 3/4 on the LOAD rating (so lets say row 15 out of 20) as its 3/4s. lets say RPM is 4500rpm so LOAD is 15000 AFM is 5.1v RPM is 4500rpm so from this point onwards until the user changes gear (and it repeats) the LOAD number never increases. it is likely more air comes into the system even though the AFM cant say to the ECU "hey more air is coming in" - because its capped at 5v so the only change in the map co-ordinates can be is moving to the right along the "RPM" axis as the "LOAD" axis doesnt move down. so the tuner must from this point onwards juggle the AFR's coming out and keep the timing under control now he MUST do this for lets say 4/5's of the throttle and the throttle 5/5's as 4/5's may be enough to max the AFM so wether the user is hammering the car or almost hammering it the user must juggle both scenarios as both use the same axis there is where we often hear "run out of load points" as the tuner has run out of load points, so they have to juggle any possible combination ok so now that we know what a maxing AFM means, it basically makes it a bit harder for the tuner the engine wont go bang, it wont melt rods, pitsons, or blow up the wastegate youll loose some tuning accuracy, and it will be a bit more for the tuner to juggle maxing the AFM up near the top end is ok and i would call it reasonalbe lets say you max it at 5000rpm then i would say this is ok, as not much changes from there on now lets look at a map sensor setup scenario #2 MAP sensor hits 2.1v and doesnt increase from this point onwards LOAD doesnt increase (lets pretend LOAD is a made up number of say 15000) 15000 units of engine load for our given ecu. lets pretend the ECU is a powerfc djetro as these are common and our LOAD is 15000. this doesnt mean 15000volts or anything, its just a load index. lets say the max load index possible is 20000 for any given situation. so at 15,000 LOAD its near 3/4 on the LOAD rating (so lets say row 15 out of 20) as its 3/4s. lets say RPM is 3300rpm so LOAD is 15000 MAP (or PIM-1) is 2.1v RPM is 3300rpm so from this point onwards until the user changes gear (and it repeats) the LOAD number never increases. it is likely more air comes into the system even though the MAP cant say to the ECU "hey more air is coming in" - because its capped at 2.1v it is capped at 2.1v as pressure reaches target boost (controlled by the boost controller) from the time the engine reaches target boost so lets say you hit 1.3bar at 3300rpm - from here onwards, your engine LOAD guessed by the MAP sensor setup, doesnt increase after that so the only change in the map co-ordinates can be is moving to the right along the "RPM" axis as the "LOAD" axis doesnt move down. so the tuner must from this point onwards juggle the AFR's coming out and keep the timing under control now he MUST across a larger range as most engines hit target boost reasonably early (say around 3 grand) so he must do this for a wider range of thorttle and engine load "scope" but the same boost pressure etc. there is where we often hear "run out of load points" as the tuner has run out of load points, so they have to juggle any possible combination. so in summary, a map sensor setup it worse off and "maxes out" much earlier in the rev range -vs- an afm setup both work ok but are tunable, will make power and so on on its just one (the afm setup) has more accuracy and variance, thus it can use more points ~~~~~~~~~~~~~~~~~~~~~~~~~~~~` some tuners say its acceptable some say its a timebomb and so on it all depends on the car setup and whats at stake and when does the afm max if it maxes at 3000rpm thats bad, as its heaps of juggle/guess work for the tuner if it maxes around 5000rpm and its a fairly low powered setup then it should be ok by low powered id say around 250rwkw ish - over these levels it can be crucial

VLTURBO_RB20 was greg VLS_BACK was danny

there would have to be over 100 threads in the forced induction section on here on highflowing a turbo, the costs, the info, gains, back to back comparisons, charts, wheel specs, various places to do and a stack of other info

the djetro powerfc (well any djetro setup) is reliant on the map sensor signal and the rb26 djetro powerfc has two map sensors on your car 1). are you using two map sensors 2). where are they connected (where?, location?, method?, in front of compressor?, after intercooler?, before throttle body?) 3). what does ETC, SENSOR SW CHECK show for PIM-1 and PIM-2 at idle? 4). what is set under SETTING, PIM VOLT without answers to these you wont get your problem solved and finally - you need a good tuner, not just install the powerfc and do power runs you NEED to adjust the fuel and injection maps and trim the PIM if need be

yeah the red lada can make it

happy birthday - all the best and have a good one

hello there is very little difference in cost between hiflowing a turbo and rebuilding a turbo (ball bearing) both steps throw out all of the junk and replace them with new items its just with a highflow they put in larger flowing items and bore the housing out a little when you recondition a turbo they put in new compressor and exhaust wheels balance the bearings, new bearing pack (chra) and make all nice and schmick at 100,000+ rpm so if you gettting a turbo "reconditioned" you would be silly to not highflow it for the extra $300 ish ? that being said you can get your turbo reconditioned cheaply but it might not be balanced properly or they may re-use the old existing wheels and just replace the bearings in it (which may be acceptable too, ask a turbo shop?)

standard spend your money on ducting for your oil cooler and ducting to your brake setup these will be far more important than what intercooler core to use

the less, the better

powerfc in terms of cost, reliablity, # of tuners, features, out of the box ready to go and ease

any elec boost controller should be fine or even a $20 bleed valve is ok dont spend more then $300 on a boost controller forget ecu, you have electronic auto so you cant change ecu with mashing the auto box safc is fine for piggyback

the most guaranteed and reliable way i have seen is a true serial port almost all issues encountered when using datalogit are from mangled com ports and usb dongles i have an old dell laptop (pentium 600mhz) and that has a true serial port and it works first time, every time i have tried with a generic usb dongle - sometimes it works ok, othertimes logging drops out, and sometimes you cant connect if anyone comes to me with issues with datalogit, the first thing i ask is get a true serial port and try again look on ebay for old laptops with true serial ports if you can, will save SO much headaches, i think at least and you can run windows 98 on it and it will run fine. my laptop has windows 98 on it and it doesnt miss a beat i also got a new battery for it from one of the china ching chong ebay battery shops (non legit oem battery) and it works fine http://cgi.ebay.com.au/Dell-C600-Latitude-...1QQcmdZViewItem http://cgi.ebay.com.au/DELL-LATITUDE-D600-...1QQcmdZViewItem http://cgi.ebay.com.au/Dell-latitude-c640-...1QQcmdZViewItem http://cgi.ebay.com.au/dell-latitude-d600-...1QQcmdZViewItem http://cgi.ebay.com.au/dell-Latitude-d600-...1QQcmdZViewItem

you cant afford turbo and other junk so forget that my list would be 1). boost controller (auto runs less boost than manual) and run 0.80 bar or 11psi 2). fuel pump (gtr or bosch) 3). safc 4). tune the safc should get a nice safe 200rwkw ish and give you plently more midrange and lowrange and even top end the safc will sort out your afrs and midrange punch so should be a good allrounder forget turbos, and other junk, you cant afford it, dont need it and cheap turbo's = junk a kkr or other ebay junk turbos will perform worse than the std turbo

mythbusters ahoy! standard powerfc FUEL CUT on REV LIMIT (which is set via hand controller) (or datalogit) - there is no other way to adjust it powerfc pro SPARK CUT on REV LIMIT (which is set via hand controller) (or datalogit) - there is no other way to adjust it + also with launch control

yeahaaaaa happy birthday chief have a good one

the stock units are ceramic, not steel wheels remove the boost controller you have and run off the actuator, at least you will have human-normal level boost instead of unlimited boost your current setup is unlimited boost

agree

get a spell checker - please