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Bleh .... I'm never drinking AGAIN .... (how many times have I said that before?!) .... still a tad unwell today :)

Very large night though .... Pawley you were absolutely out of control!!! How was your mate Habib in the taxi? ROFL fool! :alcoholic :spew:

im kinda just commin outta the coma now.

never, ever,ever never again!

and no i dont remember

*picking any fights with dudes about flying ice

*tellin the guy selling flowers that $10 was too much for a rose, i'll give ya $3 (bargaining power)

*sheet stirring bouncers with arms bigger than my torso

*redecorating hungry jacks

*calling the taxi driver by his improper middle eastern stereotypical name all the way home

i do remember

*hearing about a certain party of people getting locked out the house!!! :bahaha: you wicked children

*the bearded bandid dancing on the block in the middle of the rnb room by himself

*some chick with a red pony tail lookin deep into Diggy's eyes

I thought that's what Erica might have meant - but I was wearing a black shirt - not white. Close though - he must be my Doppelganger - poor bastard!

I REALLY hope Mel's pics don't see the light of day - the ones of me would be VERY scary!

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  • Latest Posts

    • @Haggerty this is your red flag. In MAP based ECU's the Manifold pressure X RPM calculation is how the engine knows it is actually...running/going through ANY load. You are confusing the term 'base map' with your base VE/Fuel table. When most people say 'base map' they mean the stock entire tune shipped with the ECU, hopefully aimed at a specific car/setup to use as a base for beginning to tune your specific car. Haltech has a lot of documentation (or at least they used to, I expect it to be better now). Read it voraciously.
    • I saw you mention this earlier and it raised a red flag, but I couldn't believe it was real. Yes, the vacuum signal should vary. It is the one and only load signal from the engine to the ECU, and it MUST vary. It is either not connected or is badly f**ked up in some way.
    • @Haggerty you still haven't answered my question.  Many things you are saying do not make sense for someone who can tune, yet I would not expect someone who cannot tune to be playing with the things in the ECU that you are.  This process would be a lot quicker to figure out if we can remove user error from the equation. 
    • If as it's stalling, the fuel pressure rises, it's saying there's less vacuum in the intake manifold. This is pretty typical of an engine that is slowing down.   While typically is agree it sounds fuel related, it really sounds fuel/air mixture related. Since the whole system has been refurbished, including injectors, pump, etc, it's likely we've altered how well the system is delivering fuel. If someone before you has messed with the IACV because it needed fiddling with as the fuel system was dieing out, we need to readjust it back. Getting things back to factory spec everywhere, is what's going to help the entire system. So if it idles at 400rpm with no IACV, that needs raising. Getting factory air flow back to normal will help us get everything back in spec, and likely help chase down any other issues. Back on IACV, if the base idle (no IACV plugged in) is too far out, it's a lot harder for the ECU to control idle. The IACV duty cycle causes non linear variations in reality. When I've tuned the idle valves in the past, you need to keep it in a relatively narrow window on aftermarket ecus to stop them doing wild dances. It also means if your base idle is too low, the valve needs to open too much, and then the smallest % change ends up being a huge variation.
    • I guess one thing that might be wrong is the manifold pressure.  It is a constant -5.9 and never moves even under 100% throttle and load.  I would expect it to atleast go to 0 correct?  It's doing this with the OEM MAP as well as the ECU vacuum sensor. When trying to tune the base map under load the crosshairs only climb vertically with RPM, but always in the -5.9 column.
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