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Lith

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  1. Looks awesome man, look forward to seeing how this comes out once it's running - the VCT RB25/RB30 combo with a sensible turbo makes for a really really nice street setup too
  2. Been many a moon since I've come onto OldSchool but I decided to come back and stalk the update posts for you and @sheepers because I knew big things had been going on Super super super stoked still to read over the build on this again with the antics of a couple of weeks ago pretty fresh in memory. Was just great to hear the noises this thing makes, the way it's presented and to get to go for a drive around and generally experience how brilliantly the whole thing has come together. It is ideal that you stuck with it and taken it to the point it is now, it was honestly a real happy time seeing Richy chuckles and stoked faces as it became clear that it all was working and was going to be a hilariously fun outcome. The trip was never going to be a chore, its always choice catching up and I love playing with cars like this but being able to add a tiny piece of the puzzle that has a tangible effect on the final package of this thing makes me warm inside. Awesome work with the build, man. Its such a great car and I think that as much as it looks great in pics, the thing needs to be seen or experienced in person to realise how bloody on point the whole thing is.
  3. That is an excellent result sir! Impressed with the spool especially, wasn't sure if it was going to be able to push out to the left. As is obvious to all, that's gonna be a terrifying and hilarious experience to drive
  4. Poor old Hypergear definitely earned its keep trying to feed the 2JZ! Be interesting to see how the G30 goes on it!
  5. I've been aware of his shenanigans 4ages
  6. That unicorn looks like it's seen some shit
  7. I'm just been lurking this thread for ages, haven't felt like I've had too much to offer but there is something that I feel maybe relevant to this "off throttle" stuff is that the "off throttle" area of the map is diabolical to get tuning accurate for using a lot of the popular tuning methods when dealing with VE tuning. As such, most of the maps I see I feel are likely to be dumping excessive (like not just slightly too much, but massively) amounts of fuel in some of the very low load areas of the map and people may or may not be aware that their map is doing that, it kindof feels to me like that "over-run fuel cut" feature could almost be seen as a band aid to this kind of thing. I don't know if anyone has played with modern Ford ECUs or not, but they don't run conventional fuel maps/VE tables. Instead, they require a slope and offset to be defined for airflow vs pressure at each rpm and essentially assume that the airflow can overall be defined a increasing as a linear function vs manifold pressure. There are other corrections to "tidy up" things, but the basis of their mass airflow calculation centres on that. The interesting thing about it, is the offset is defined by "Manifold pressure at 0 airmass" - which is an interesting one. Essentially the assumption (or reality...) is that you will not get any fresh airflow through your engine below a given manifold pressure at any given rpm, and it probably goes without saying that the manifold pressure will not be the same for each rpm. If you do a scatter plot of rpm x map after a long session of driving you can see that even with the throttle closed the MAP will consistently stop at a minimum amount, and you get a clear shape through out the rpm range - that point may not be the zero airflow point, but it still paints an interesting picture. Any numbers >0 in the fuel map which are at the 0 airflow manifold pressure, or below that will be infinitely surplus to requirement. Any numbers in the area of the 0 airflow part of the map which are "close" to what the typical cruise load VE numbers are going to be way in excess of what they need to be, as you get close to the 0 airflow pressure the VE numbers should steeply drop off. Here's an example calculated by Paul Yaw for one of his rants on his company blog page: (reference : http://injectordynamics.com/articles/shelby-gt500/ - search for "just maths and physics" and btw, NSFW) Most VE maps I see don't end up looking anything like this, but that is usually not a problem thanks to overrun fuel cut - or the fact that the engine never drews enough of a vacuum to really be too much of a problem. I do try and do my best to get this kind of thing sorted out, and have actually played with just not running overrun fuel cut and instead having the fuel table drop away and zero out at the areas I determine are likely to be "0 airflow" - which granted relies on higher resolution map spacings than you normally see <40kpaA. Guys I've done it for have not complained about fuel consumption and I've actually had it reported back "this is better off/on throttle than stock?!?!"... like unprompted, maybe placebo stuff making to want to find ways of being nice to their tuner, but one way or another at least my fucking around with this has been interesting. What I don't like about the magical "injector off at x map" thing is that you have to tinker around to progressively phase timing in or out to try and alleviate any jerkiness if the injector off thing happens at an inconvenient point, and of course the pressure where shutting the injectors off at may be optimal at different pressures at different rpm - as above. Of course there is another thing, if you are at air speeds where wall wetting is a big factor and then you shut the injectors off, you lose your puddle... so when you turn them on again you need to rebuild that as well. Keeping this balance nice at air speeds could arguably make it nicer to drive and also save some fuel that could be wasted from the driver ending up driving around weird transient torque things. TL;DR? But just thoughts/observations/experiments I've played with and still ponder on, sorry if it's actually no new news - I was triggered by "fumes" and "big difference in fuel consumption"
  8. There are some stories of skullduggery which could explain some similarities in the software between Links and Emtrons, but like it or not the Emtron is a different product from a different brand and a definite level up from the Link... while Vipec being "very much a Link" is actually because they are Links.
  9. I've been quietly lurking this thread for ages, haven't really had much to add but definitely have to agree with all this from what I've seen so far. I've not been able to convince anyone to be a modular ECU guinea pig so haven't had much need to do more than have a bit of a fiddle with the software as Andy sent me some things to look over with IMAP/EMAP data & mapping to aid with a convo we were having - in my limited time playing with it I managed to give his devs a couple of bugs to look over, one being a consistent crash I managed to bring up. I'd expect the firmware is more stable than that, but being a dev myself things like that do get my heckles up somewhat but they don't have a bad rep so I'm sure I just managed to catch it at a bad moment. There is some very cool stuff going on with the Modular ECUs, and the fuel modelling etc is much nicer than what a lot of people would be used to when using "popular" choices... I'd say certain aspects are much more like what you'd expect with Emtron/Motec than Link/Haltech stuff - if you've played with such things. It's definitely a thing I'd love to play with more. They don't seem to be an "entry level" ECU like some would imagine. Prices: https://adaptronicecu.com/collections/all-ecus Someone buy one and tell us how they go I don't have an appropriate car myself, so all I can offer this discussion is all care and no responsibility.
  10. I wouldn't actually try and push it for 400kw personally, I guess I'm a pussy like that though I'm guessing it won't let you anyway. Best of luck for today, really hope it all goes smoothly and happy Sheepers noises emanate from somewhere in Auckland later today!
  11. Man, I heard from Richy about what happened - so gutted! Epic how fast you got the show on the road again, though. Are you still running that turbo we discussed ages ago? Was only really expecting that to be used at about 20psi for a fairly responsive setup on a bone stock 1JZGTE, I wouldn't be aiming for 400kw on a hearty 2JZGTE setup with it... even if it somehow managed to actually made that power Hope you have better luck with this weeks tune, it was insane with the 1JZ - the 2JZ should be hilarious with any amount of power haha
  12. I only use 4.9... last one I bought was last year from NZ Performance and at the time the price was very sharp relatively speaking and I often find if I order that kind of thing from them it arrives within 24 hours. I haven't checked current pricing though
  13. I only use 4.9... last one I bought was last year from NZ Performance and at the time the price was very sharp relatively speaking and I often find if I order that kind of thing from them it arrives within 24 hours. I haven't checked current pricing though
  14. PWM fuel pump controllers, enough pump for over 1000hp @ wheels, not more excessive fabrication than you'd normally need for a fuel system big enough to make that power and when normal driving you don't have to feel like you are in a dental surgery and your fuel doesn't end up needing it's own radiator.
  15. Really interesting amount of variation... I think thats more than I got, maybe there could be the occasional outlier but it'd be easy to tell if it was a dodgy reading. Decent power, though - how did the drags go? Speaking of drags, the Torana with the Megasquirt I tuned a few months ago hit the strip a couple weekends ago and had a issues with a clutch not being up to it and being driven through but he did manage to get a 12.0 @ 118mph in the only run where it didn't COMPLETELY drive through the clutch, basically driving off the line. Should be able to go mid/low 11s with a good launch and all the torque getting through the transmission methinks
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