paulr33

Why does my engine light flash when I drive with the PowerFC? The PowerFC uses the factory engine warning light to alert the user of "upper limit" or ceiling values in the engine systems. Things such as airflow meter max value, injector max duty, excessive knock will cause the engine warning to flash. Usually the engine flash is in a sequence of 3 flashes each 0.5 seconds apart. Should you experience this you should review the hand controller max values (press down when in monitor mode and displaying values to see the max values for each) and consult your tuner immediately. Excessively high knock can cause engine damage. Running on max injector duty can also be fatal so speak to your tuner. Aggressive tunes that are tuned around winter temps/airflow and being run hard in summer may cause these symptoms if the tune is very aggressive and on border line of maxing out the stock components. This is only hearsay but I have seen this from at least one or two members. See Basic Hand Controller functions and use for information on how to isolate which warning is triggering the engine flash light If you see your engine light flash whilst driving then goto MONITOR, 4 channel and then select AIRFLOW INJDUTY KNOCK IGNTMNG Then repeat the same process and then press UP on the hand controller once you see the engine flash to check the max levels of each sensor you are monitoring. You can then work out which is causing the engine light to flash. On a stock ECR33 with the basic mods fitted youll find that you are maxing out all the factory sensors so in that case I turned my AIRFLOW and INJECTOR warnings to OFF and leave the knock sensor warning to ON. So if you see the engine light flash its a kNOCK warning and should be taken as a true "warning". You should speak to your tuner if you see high knock levels and the engine light flashing. A knock level of 60 is considered quite high.

http://paulr33.skylinesaustralia.com/docs/...powerfc-faq.htm

yep get it tuned, the pfc faq in my sig can show you how to sort it out yourself so if u want to try or get the tuner to sort it out also to note under defaults the engine light flashes for 3 items, not just pinging. read the pfc faq to work out how to diagnose which one it is afm max, inj max or pinging

haha go riverdance in boxer shorts, quality

id rebuild them for that price

afm sounds it could be a likely culprit, know another BNR32/33 around that u could try their afms ?

the leak will be big enough to see/hear it wont be a little fine leak i wouldnt expect the gate shouldnt open at idle or shouldnt have enough load to open at idle sounds like the gate might be stuck open, this would explain laggy operation and jack all boost have u ever had that issue before? strange that u would notice it all of a sudden

the ap engineering rb20 pfc's and powerfc pro's 20 or 25 come from the same version they are from the older first generation rb25 powerfc they have fc commander 2.3x usually and the main board is the older style board it has the CEX expansion slot on the board which denotes what FC version it is i would like to know if an older vanilla 25 FC running 2.3x has anything in the CEX expansion slot there is also another expansion slot socket but ive never seen it used the ap eng rb20 version is the older 25 PFC but with VCT removed, 2 injectors flipped, some internal code changes and map changes the airflow correction tables and control it setup to run whatever maf input the PFC has so if you have a 26 PFC with twin mafs in then that table applies to the MAF load AFTER the calculatiopns have been done the maf cals look like this; LOAD = CORRECTION * (16384 * Airflow lookup(MAFSV) / RPM) for twin MAFs we just avg the mafs input first then go from there correction (from the airflow table on the hand controller) is applied after getting maf's averaged and calc'd

when you get one afm output and run it to AFM1 and AFM2 they both read the same value and PFC uses them in its fixed load calc to work out "LOAD" the load unit is a floating airflow load and its not in relation to the 0 to 20 scale but an arbitary number repsenting engine load.

compressor is larger the exhaust? what the? are u sure ?

hi, i have researched the load axis cals in detail and it avcerages the two afms so one or two afms in parrell means the same

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yeah SR20 has option of two exhaust housings, rb25 does not

let me know pete cos currently no driver = no car

for the win "this" can i spray ftw on someone's forehead

i dont know the first thing aobut latency sorry

so is the faq right?

actuator level controls when the wastegate opens on the turbochager so fitting a 15psi spring in the actuator means it wont open the wastegate until it see's 15psi this means you can't run less than 15psi and control it. ie: you can't fit a boost controller and run 10psi with a 15psi actuator. if you want to run more than 15psi you can then fit a controller to increase it past 15psi, but ideally you should run an actuator to closest boost setting you want. ie: if you want to run 1.3bar then you should run a 1 bar actuator. dont run a 7psi actuator and run 1.6 bar as the controller has to work very hard to maintain stable control and keep the gate in control

pete we need a way to get my car to deca i have no driver

no its legit i was taking photos of bunta's 32 when it slide out and hit the tyre wall at wakefield

everything can be tuned out its just a matter of how long it takes it would be interesting to see datalogit logs of it

it uses g sensors like the rsm to measure force to work out a cars power and speed, much like the apexi rsm does

its an intelligent ignition controller

rb20 and rb25 series 1 have 4 wires rb25 series 2 has 3 wires the difference is the rb20/rb25 s1 have an extra ground for the signal ground whereas the s2 only has 1 ground so you can join the grounds together and it should work fine ecu's do not differentiate between rb20/s1/s2 afms its all the same

most of the gtst's ive seen max the stock pump at 190rwkw or spot on 230rwkw with stock pump sounds like a time bomb tune