I would change the pump as i suspect you will turn the car up. The larger 450 and 525 pumps have there place. We like them but yes they have there drawbacks, as i recall the 255 walbro's we have used in the past max'd out around 425-440whp on e85 on the dyno. So something a little larger would...
We never have had issues with arc2 box's either honestly, one is on a 6466 10:1 car stock coils, ngk 7mm stock wires at 37psi right now. Myself and a buddy both use them with 300m coil on plug and have been happy too. I have noticed some low rpm misses like others have said i suppose but nothing...
Like some have said when you hit 100VE you know your injector settings are correct and fuel system. So then making it hit the target air fuel with VE table shows that the ecu's calculation of airflow and fuel it adds is correct. No trickery going on or fooling it just it being correct.
Very low timing. The air fuel ratio was fine but technically lean 1 point from your target. I would adjust the DA table to reflect the air fuel target you want then adjust the SD table to hit it. Looking at SD table i am going to guess that will get you close too 100 ve at wide open and confirm...
This was a good shootout. Sadly we brought a untested new set up so only managed some test passes but was a blast too see all the buddy’s from years past.
We always shoot for .002 main and little larger on rods. Most rods require .002 minimum, Manley I beams do as I recall. These clearances with 20w50 work very well. We like the Weisco HD pistons and also run 10:1 on e85 cars. Don’t forget to use a stretch gauge on rod bolts. The regular arp rod...
There is some factors. My 2gb gsx has 17x9 +35 with 245/40/17 and does not rub, but not All 245 tires are same width so some maybe would rub. It’s I think as large as you can go on my 1.75in drop and still be flush with body and clear.
I need to dig threw our stuff. We have a 93 eclipse here with orignal paperwork from dealer for the car. Also has all the paperwork for its hole life. We have laying around orignal boxes for parts like injen intakes, B and M short shifters stuff like that. The car that had the parts boxes in...
Personally we use only 6 bolts or 98+ split thrust 7 bolts. The late blocks use the thrust washers similar to the evo vs saddle thrust they used on the early 7 bolt blocks.
Looks like a 1g timing table? That will end up to aggressive for what you are trying to do. For the injector sizing with SD i like to set the speed density table to 100% ve 5-5500rpm is likely where yours would hit that. Then adjust global fuel so it lines up target AF and wide band at that...
Everyone has there own idea about cranks. I am using a stock evo 8 crank that has seen 788whp and when motor was refreshed it checked out perfect and was reused again. I personally would choose a good oem uncut crank over a basic eagle or manley, if we are talking billet well then that's a...
Let off the throttle slow will do this, but as many have said it is hard on the turbo and it causes the compressed air to slam back into the compressor wheel.
You are very rich. Your Sd table is over inflated badly. Set to 100 VE at 5-5500 rpm. Then set global so wide band matches your target air fuel at that rpm.
I was at the shootout this year. I started going in the early 2010's. It still was great to see many familiar faces. I ended up tuning a few cars at the hotel seems i do every year. Sadly the car we had ready for it broke and we did not get it ready in time, we still came to help support the...
Interested also. I tune a local car on a 6466 .82 t3. Spool to flow is extremely good. I was considering it or a xona for my car when I dump the 62mm hx40.
Interesting, in my 14 years of building dsms I have only ever seen 1 crankwalk. This car also had clutch adjusted wrong so kept pressure on TOB so I assumed that is what caused it. All the motors I have built end up around .0025-.005 when I check crank play. I also always anytime a girdle or ARP...
I still prefer to use INJ bat adjust, to each there own. You can take what ever you have in dead time and then apply that to INJ bat adjust to end up with same result, as said above starting you need cranking fuel adjust and if above idle rpm then you are looking at SD or maf comp. All this...
I have not used a XTD in a few years. The last one i came across 5+ years ago was a 6 puck sprung i think and the car ripped the rivets out on the clutch disc on launch. Myself love the act 2600/ puck. Have been using these clutches for years.
You need the outer cup that goes into the hub? I think the outer is the same for all 2g, the Inner that goes into the diff its self is sorter on the non LSD vs LSD and does not interchange.
I do not know the exact ones you need off the bat but i have been working in body shops 15 years now and most will have what ever you are looking for. We often have people walk in off the street with random clips and we will dig some out and hook them up with them so that is always a option to...
It does the same thing as dead time accept applies different amounts based off voltage vs dead time that is applied at any voltage. What ever your dead time value is then is added or subtracted from the injbat adjust table. When you buy injectors and they have a sheet you can plug those values...
Your tune does not look good. First zero out timing sliders. Use direct access table to make timing changes. Second use the max octane table to set target air fuel ratio for open loop. Zero out the fuel sliders and use maf comp to hit target. Using the sliders and DA tables is not a great idea...
Interesting to hear the results. Myself as well with 15 years playing with DSM's have never had a vapor lock issue even in the middle of summer 90 deg temps.
Even without a sheet you will be able to figure out injector settings. Hit 100VE that’s global, then use SD table to set air flow per rev, then use dead time or inj bat adjust to get fuel trims correct. A data sheet does make it easier but it’s doable without.
I have tried this years ago just to see what happens. I almost suspect the ecu always targets 14.7 unless in open loop as i never got any results other then ECU trying to hit 14.7.
I would see if ecm link can repair it. We have sent ecu's to them before with suspected issues and they always have treated us great. Yes if coolant temp is reading wrong it will cause car to not start or barely run.
Global has to be off looking at your VE table. For the idle air flow per rev depending on cams and idle rpm that number can change. .25-.35 for reference GSC s3 at 1100rpm seem to like being around .30-.32 from my experience. Normally VE at idle to get air flow per rev inline will be mid 40's to...
You can also "read" a plug to confirm if knock is real or not, but easiest way is to dump some race gas in. First make sure knock sensor is not oozing though.
That small turbo will drop off quite a lot by higher rpms. That's why many on e85 with those size chargers run quite a lot of timing up top because of the VE dropping off, As i recall i am running 13 deg up top on my 10:1 e85 car on a 62mm at 35psi. My VE only drops to low 90's but again i have...
I ran the hks catback on my car sense 2009. Granted it did not see winter but was still in good shape. Now all that's left is the muffler as i built it all true 3in now. Mine was 2.5 from down pipe then 3in after a resonator.
I personally have only seen 98/99 aka W or X vin blocks as split thrusts. But you could possibly run into a 97 car with a split thrust maybe. I always look at vin on the block to tell what it is and not look at year of the car. Way to many times i have seen XX year have a different year motor...
Leak down test will tell a better story. I see you said above you did one but only at 15psi was 20% leakage? Should be done at a lot higher psi then that.
I think to many forget when on pump gas exhaust housing become a major factor. T3 hx40 is a great option. I currently am using a t3 hx40 in .82 housing with 62mm compressor wheel. I lost some spool in trade for potential air flow. I see 30psi by 5,100rpm and at 29psi have logged 57lb/min. I have...
Need a wide band reading. The tune does not look to hot to me. The only time sliders should be used i have found is at the track to make quick changes in between passes. Then when you get a chance port the changes over to DA tables.
Would need to know compression ratio. Reading plugs can really help finding out what the motor wants. My 10:1 motor as been above 70lb/min and i think i started at 8-9 degrees up top and worked up to 12-13 degrees. That much air flow would be best to use a dyno and read plugs to find what it wants.
I also have remote tuned a few cars. It requires a owner that is mechanically savy and knows the car is ready. You wont get every last HP out of it but is always a good option. For head gaskets we only use a MLS when block and head are both fresh decked to correct RA finish, otherwise a regular...
I have a lot of years of experience using hx turbos. A hx35 in bolt on housing will see 30 psi by mid 4,000rpm. I have ran some 20g's in the past 1 frank lvl 3 turbo, it spool almost exactly the same as hx35 in .55 housing and flowed less. When on pump gas any tight exhaust housing becomes a...
Long as you stay under max TQ and get the stretch to recommended all should be well. I have had rods before that where almost 10 ft-lbs apart per bolt.
When you are targeting a AF target and car is off on wide band then the airflow calculations are off. When they are way off to make it hit then that means injectors are set incorrectly. The numbers on a sheet of paper are starting point. I always set injector global so SD table hits 100VE where...