Stapl3
15+ Year Contributor
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- 397
- Oct 27, 2004
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MI,
Michigan
your 14B in these comment dont belong here
Disagree, and stay mad I guess.the 14B fuek setup on a 1G is more aggressive then a 2G ecu
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your 14B in these comment dont belong here
Disagree, and stay mad I guess.the 14B fuek setup on a 1G is more aggressive then a 2G ecu
Im not mad i dont get why you mentioned a 14B when the OP came from a T25, i know where your coming from but its an invalid point as the 1G ecu is different then a 2G ecu fuel map wise, a 14B in a 2G will be better suited as it dont have as much top end a 16G does even being a small 16G.Disagree, and stay mad I guess.
It's like I'm making invincible posts to a person that's never attempted to calibrate a ecu.i know where your coming from but its an invalid point as the 1G ecu is different then a 2G ecu fuel map wise
Listen or read, the OP dont have this abikity to do so yet so your replys are invalid again, read what the OP has and dont have and reoly back with helpful replys that he CAN actually do! This is not about me and i know what to do but the OP is the one needing help NOT me,It's like I'm making invincible posts to a person that's never attempted to calibrate a ecu.
The target a/f ratio of the 1g and 2g ecu has zero affect on a stock setup successfully pulling off a stock turbo at wg boost pressure.
Op is asking about 12psi. 12psi.
Listen or read, the OP dont have this abikity to do so yet so your replys are invalid again, read what the OP has and dont have and reoly back with helpful replys that he CAN actually do!
its an invalid point as the 1G ecu is different then a 2G ecu fuel map wise
as stated above 12 psi is not 12 psi on all turbos, well it is but its not. it gets confusing here, 12psi with one turbos means it flows X amount of air, 12 psi on another turbos flows a different X amount of air causing its to act differently and need different fueling requirments, while ll can be used on a stock 2G ecu they react differently, the 14b might not fuel cut were a 16g likely will, its been proven many times here that its an issue so please go search it if you dont believe meThey both target mid 9's afratio stock, so I don't even know why you brought it up yet again. Even if they were different as you suggest, it wouldn't matter.
12psi on a t25, 14b, 16g is all the same thing. Run either one you want on a bone stock car, at 12psi if there's an issue, it's not the turbo.
what ever. Have a nice dayAmazing.
to the moon! i got to put into consideration that the car has 150k miles but still has good compression. max boost ill probably, when i get the evo 9 fuel pump is 15 to play it safeI think the bigger thing to take into account here, when comparing the T25 to a 16G, is the fact that at the time the T25 peaks maximum airflow (per given psi), the 16G will go even further. On mine the T25 really stops doing anything at and past 5000 RPM. It's just hot air at that point. The 16G should technically keep providing the target 12 psi at and above 5000 RPM, like ec17pse said. Then the problem becomes whether the stock 2G fuel map has enough leeway to safely add more fuel to keep the AFR stable at and above 5000 RPM at 12 psi pressure.
That said, running the 16G with everything else stock (even sidemount) should still increase engine power slightly even if both turbos are ran at 12 psi. Again, if the T25 peaks at 5k @ 210 HP, the 16G should make slightly more peak power at 5500-6000 RPM, I'd guess anywhere between 250-260 HP. At least that's what I've seen. But of course, add a proper cooler, exhaust, some porting and polishing and you'll easily break 300 at the crank. From then on it's how good of a tune you can get and how much you're willing to crank up the boost (to the moon I say !)
The stock 'map' has absolutely nothing to do with getting enough fuel.Then the problem becomes whether the stock 2G fuel map has enough leeway to safely add more fuel to keep the AFR stable at and above 5000 RPM at 12 psi pressure.
Damn you guys really got into it, nonetheless thanks all for the info!! From all the info, i see that a 16g will be fine with a stock fuel system(evo9 pump soon), injectors when i can get a tune. I guess ill find out when i finish the install whether ill have problems or not. To give you guys a bit more input, my current setup is basically a close to stock 2g.
-aftermarket bov
-downpipe no cat, 3inch exhaust straight pipe till muffler.
-tube header
-injen intake
Also, out if topic. But i hear 2gs bug out when running atmo bovs? Running rich and stalling out and such. Mine doesnt seem to do any of that and my bov is atmo
I see, once my mbc arrives, do i need a t fitting? 2 connect the actuator, mbc and jpipe/intake?You don't need to port your o2 housing unless you just want to really, there are limitations to how much you can port it.
But if you have it off and have the energy to burn why not, it shouldn't hurt anything.
Yes you just connect the wastegate to where ever you want to boost reference to be coming from.
Pressure at the j-pipe can be higher than at the intake manifold depending on how restrictive the intercooler an plumbing is. This doesn't matter much with a boost controller since you just set it but running direct to the wastegate it might make for a noticeable difference.
Say you have a 12 psi wastegate and reference it to the intake manifold, it will open when the intake manifold sees 12 psi.
Same 12 psi wastegate referenced from the jpipe might result in 11 psi at the intake manifold due to back pressure between the j-pipe and intake manifold.
Makes sense so itd beWastegate pressure is less than stock boost solenoid. Using the stock boost solenoid will yield stock boost.