I have 720 inj. Anybody running them with s-afc

[dsmerjosh]

I plan on runnig the fp3052 0n my car. anybody is running these can they post a tunning guide. There are a few but nothing for 720.

 

[rich3389]

I have denso 660's with a SAFC....I am saving for dsmchips because my tune is terrible.

 

[95blackGsTurbo]

That's because you can't properly adjust for anything over a 550cc injectors with an SAFC. Get DSMLink or a DSMap.

 

[Project2G]

DSMERJOSH: If you plan on selling the 720s let me know. I'm in the market for those right now.

 

[DSM_PWR]

That's because you can't properly adjust for anything over a 550cc injectors with an SAFC. Get DSMLink or a DSMap.

isnt it anything over 650cc

 

[SBR Joe]

This is proabbly going to start a war...but so be it. I had 780's in my car with an EVO 8 maf and SAFC, stock ecu, stock fpr. Car made 396whp on pump and got 300 miles to a tank, daily driven. So yes it can be done. Anything more than that i would say no f-in way, but it can be done. Commence the troops....


Joe

 

[95blackGsTurbo]

You can run 650's ok but as far as trying to take out the global fuel an SAFC can only take out 30% I believe and 650's are more than 30% bigger than stock. It will work fine for WOT tuning but for DD it's gonna be kinda rough.

 

[rich3389]

You can run 650's ok but as far as trying to take out the global fuel an SAFC can only take out 30% I believe and 650's are more than 30% bigger than stock. It will work fine for WOT tuning but for DD it's gonna be kinda rough.

Yep, at WOT its ok, but it does not run smooth on boost in part throttle.

 

[spyderturbo007]

That's because you can't properly adjust for anything over a 550cc injectors with an SAFC. Get DSMLink or a DSMap.

You can run 650's ok but as far as trying to take out the global fuel an SAFC can only take out 30% I believe and 650's are more than 30% bigger than stock.

Sorry, but you are wrong. I ran 650's for about 2 years on a SAFC-II and a logger, with no problems. Granted, timing was a little high sometimes, but it only caused a problem when I would heat soak the SMIC.

SAFC correction adjustments are +/- 50% and mathematically base correction for 650's is -31% to hit the factory AFR of 9.5:1. So 650's are within the adjustment range of the SAFC. I wouldn't advise running anything larger than 650's because of the increased timing associated with piggyback tuning.


Not trying to be an a$$ or anything, but don't forget about #3:

Don't try to help if you don't know the answer - bad advice can be worse than no advice (no "I think" or "I guess" or "I've heard").

 

[twicks69]

Your profile shows 780cc injectors, a walboro 255 fuel pump, and a 3" turbo-back exhaust.

Tuning with an AFC isn't hard; but you still can blow crap up if you are stupid about it. By following the steps below on optimizing your vehicle to run on 720cc injectors, it will make it easier to tune properly using an AFC.

The key to doing a good tune using ANY piggy-back or standalone is to have an efficient intake, exhaust, ignition and fuel system in place. It looks like you have the exhaust side taken care of, so lets look at the intake, ignition and fuel system before going into the tuning.

IGNITION:
Ignition stuff includes running NEW 0.028" gapped NGK BPR7ES (up to 17-25psi) or NGK BR7ES (non-projected tip reduces detonation potential), and running a good functioning set of spark plug wires, ignition coils, and a NEW or properly functioning Knock sensor. Reducing the potential for detonation is the FIRST thing you should do, and having a properly functioning setup will make it easier to tune.

INTAKE:
If you are intending on running an FP3052, you should be running either a 2G MAF or an Evo MAF to compensate for the much higher airflow. Here are links on how to get the most out of your MAF, especially if you are still running a 1G MAF.

RRE 1G hack Instructions (1G MAF hacking)
RRE 2G hack Instructions (2G MAF hacking)
eBay Motors: Eclipse 1g to 2g MAS Plug & Play harness 4g63 DSM MAF (item 250217202225 end time Feb-24-08 16:33:35 PST) (1G to 2G MAF plug & play harness)

Also, use a good intake pipe, like the FP 4" cast aluminum pipe -- the 4" inlet fits great with a 4" silicone coupler to a 2G MAF, while the 4" to 3" reducer coupler will bolt on to the FP3052 compressor cover with no problem.
Forced Performance: FP DSM Aluminum Intake pipe (FP intake pipe)


FUEL:
I would reccomend if it isn't done already, to do a fuel pump hardwire. Here are two links below on how to do it:
Fuel pump rewire
Rewire Fuel Pump

As well, I would reccomend upgrading to an Aeromotive adjustable fuel pressure regulator, -6AN feed (fuel filter to the fuel rail) and return line (from the rail to the hardline on the firewall) and a -6AN fuel filter.

https://secure.buschurracing.com/ca...d=426&osCsid=d6d1027a306baf5306febe06bc8c05a1 (fuel rail feed and return bolt-on fittings)
FFWD Connection - fuel stuff (fuel lab filter, lines, etc)
Slowboy Racing, Inc. - Mr. Gasket 6AN Billet Fuel Filter. (mr. gasket fuel filter with -6AN feed/return fittings)
https://secure.buschurracing.com/ca...d=427&osCsid=d6d1027a306baf5306febe06bc8c05a1 (fuel rail bolt-on AFPR -- $275)
Aeromotive 13109 -6AN AFPR - Jegs (do-it-yourself Aeromotive AFPR -- $140)
Slowboy Racing fuel lines (fuel feed line kit filter-to-rail; do-it-yourself)
Slowboy Racing - SS FPR Return Line Kit (fuel return line kit with AFPR and gauge -- $235)
Pegasus - Pro-Clamp AN-Style Worm Drive Hose Clamp (P/N: 3277-06
Proclamp -6AN clamp for -6AN return line from AFPR to connect to the stock hardline return on the firewall).
VFAQ - SX AFPR do-it-yourself install (if you want to do everything yourself, or use it as an illustrated aid in doing the work).

AFC TUNING/INSTALL:
Are you currently running a stock 1990 ecu? Do you have the S-AFC currently installed? If so, did you do the blue wire mod? Do you have access to a wideband O2 sensor or an AWD dyno?

Apexi Super AFC For The Eclipse/EVO (AFC details)
RRE's Super AFC Setting and Adjustment Tips (AFC setting info, along with blue wire mod info)

Ok, so there is alot of information posted above concerning how to make your intake, MAF, AFC installation, and fuel modifications needed to easily run your SAFC with 720cc injectors as well as have a solid foundation to upgrade upon in the future.

I have ran as high as 1000cc injectors on a 2G MAF using a stock 1999 ECU and a S-AFC on a 2.3L stroker with a PTE SCM6152SP, dyno'ing out 500whp/460tq, doing low 11-second 1/4 mile passes.

I strongly reccomend tuning your vehicle on a dyno; controlled conditions with the help of someone knowledgeable in tuning DSM's is a plus. Street tuning should be only done for little tweeks; especially because most tuning is done in 3rd gear pulls -- I would rather NOT see you get a speeding ticket and try to explain to the police officer that you were "tuning" your car.

Each setup is going to have very different values for tuning an AFC. If you have access to a datalogger, that would help; otherwise the dyno with a wideband O2 sensor will be key. The datalogger is used to show you your short term and long term fuel injector duty cycles for open-loop (full-throttle) and closed-loop (cruising/decel/low throttle) driving, along with your ignition timing under throttle, and engine knock counts. The tuning with a datalogger is useful because you can tune to minimize detonation and keep a solid tune that isn't pulling ignition timing under load.


I hope that this opens your eyes a little on the subject of tuning using an AFC the proper way.

 

[dsmerjosh]

Your profile shows 780cc injectors, a walboro 255 fuel pump, and a 3" turbo-back exhaust.

Tuning with an AFC isn't hard; but you still can blow crap up if you are stupid about it. By following the steps below on optimizing your vehicle to run on 720cc injectors, it will make it easier to tune properly using an AFC.

The key to doing a good tune using ANY piggy-back or standalone is to have an efficient intake, exhaust, ignition and fuel system in place. It looks like you have the exhaust side taken care of, so lets look at the intake, ignition and fuel system before going into the tuning.

IGNITION:
Ignition stuff includes running NEW 0.028" gapped NGK BPR7ES (up to 17-25psi) or NGK BR7ES (non-projected tip reduces detonation potential), and running a good functioning set of spark plug wires, ignition coils, and a NEW or properly functioning Knock sensor. Reducing the potential for detonation is the FIRST thing you should do, and having a properly functioning setup will make it easier to tune.

INTAKE:
If you are intending on running an FP3052, you should be running either a 2G MAF or an Evo MAF to compensate for the much higher airflow. Here are links on how to get the most out of your MAF, especially if you are still running a 1G MAF.

RRE 1G hack Instructions (1G MAF hacking)
RRE 2G hack Instructions (2G MAF hacking)
eBay Motors: Eclipse 1g to 2g MAS Plug & Play harness 4g63 DSM MAF (item 250217202225 end time Feb-24-08 16:33:35 PST) (1G to 2G MAF plug & play harness)

Also, use a good intake pipe, like the FP 4" cast aluminum pipe -- the 4" inlet fits great with a 4" silicone coupler to a 2G MAF, while the 4" to 3" reducer coupler will bolt on to the FP3052 compressor cover with no problem.
Forced Performance: FP DSM Aluminum Intake pipe (FP intake pipe)


FUEL:
I would reccomend if it isn't done already, to do a fuel pump hardwire. Here are two links below on how to do it:
Fuel pump rewire
Rewire Fuel Pump

As well, I would reccomend upgrading to an Aeromotive adjustable fuel pressure regulator, -6AN feed (fuel filter to the fuel rail) and return line (from the rail to the hardline on the firewall) and a -6AN fuel filter.

https://secure.buschurracing.com/ca...d=426&osCsid=d6d1027a306baf5306febe06bc8c05a1 (fuel rail feed and return bolt-on fittings)
FFWD Connection - fuel stuff (fuel lab filter, lines, etc)
Slowboy Racing, Inc. - Mr. Gasket 6AN Billet Fuel Filter. (mr. gasket fuel filter with -6AN feed/return fittings)
https://secure.buschurracing.com/ca...d=427&osCsid=d6d1027a306baf5306febe06bc8c05a1 (fuel rail bolt-on AFPR -- $275)
Aeromotive 13109 -6AN AFPR - Jegs (do-it-yourself Aeromotive AFPR -- $140)
Slowboy Racing fuel lines (fuel feed line kit filter-to-rail; do-it-yourself)
Slowboy Racing - SS FPR Return Line Kit (fuel return line kit with AFPR and gauge -- $235)
Pegasus - Pro-Clamp AN-Style Worm Drive Hose Clamp (P/N: 3277-06
Proclamp -6AN clamp for -6AN return line from AFPR to connect to the stock hardline return on the firewall).
VFAQ - SX AFPR do-it-yourself install (if you want to do everything yourself, or use it as an illustrated aid in doing the work).

AFC TUNING/INSTALL:
Are you currently running a stock 1990 ecu? Do you have the S-AFC currently installed? If so, did you do the blue wire mod? Do you have access to a wideband O2 sensor or an AWD dyno?

Apexi Super AFC For The Eclipse/EVO (AFC details)
RRE's Super AFC Setting and Adjustment Tips (AFC setting info, along with blue wire mod info)

Ok, so there is alot of information posted above concerning how to make your intake, MAF, AFC installation, and fuel modifications needed to easily run your SAFC with 720cc injectors as well as have a solid foundation to upgrade upon in the future.

I have ran as high as 1000cc injectors on a 2G MAF using a stock 1999 ECU and a S-AFC on a 2.3L stroker with a PTE SCM6152SP, dyno'ing out 500whp/460tq, doing low 11-second 1/4 mile passes.

I strongly reccomend tuning your vehicle on a dyno; controlled conditions with the help of someone knowledgeable in tuning DSM's is a plus. Street tuning should be only done for little tweeks; especially because most tuning is done in 3rd gear pulls -- I would rather NOT see you get a speeding ticket and try to explain to the police officer that you were "tuning" your car.

Each setup is going to have very different values for tuning an AFC. If you have access to a datalogger, that would help; otherwise the dyno with a wideband O2 sensor will be key. The datalogger is used to show you your short term and long term fuel injector duty cycles for open-loop (full-throttle) and closed-loop (cruising/decel/low throttle) driving, along with your ignition timing under throttle, and engine knock counts. The tuning with a datalogger is useful because you can tune to minimize detonation and keep a solid tune that isn't pulling ignition timing under load.


I hope that this opens your eyes a little on the subject of tuning using an AFC the proper way.

It does but I don't know why I put 720's there 780 pte. Anyways I can't find a good dsm shop close and I have no idea how to do the trims I have read some of the other posts but I can't figure out for 780's. I would rather do dsm linkbut I have never messed with it. I have always had my cars tuned by jess, His profile is the duke he ran 11.6 with stock inj and a super afc 100 shot but he doesn't mess with it anymore. How easy is dsm link. Oh yeah you car is fkn sweet