Any DSM meets in San Diego

[Nito15]

Good, sounds like you found the issue.

Exposure to stuff I am selling usually gets things sold quicker so advertise the eesh out of your engine.

Lastly, think about converting to e85?

 

[gufi]

i plan on it. but not with the 450cc injectors. im trying to find a decently priced set of 850cc injectors

i also think i need to disable to knock sensor below 35-40 % throttle i'm almost 100% sure that its valve train noise and not true detonation, almost impossible with the 2g regulator at 30 % throttle and 1-2 psi ( tip in throttle % ) i get some where between 5-7 degrees of timing pulled ... although its possible that the CAS is advanced, i still havn't checked that

 

[gofer]

i plan on it. but not with the 450cc injectors. im trying to find a decently priced set of 850cc injectors

850's are too small to run E85 on unless you plan on sticking to the 14b forever.

850 x 0.67 = 570cc injectors on E85 so they'll be maxed at 41 lbs/min and at 80% IDC at just 33 lbs/min.

Kris and I are trying to get our DSM's ready to run at Barona by May 21st, heres the flyer for the event.
Salute the Military We should try to do another 'meet' up a Barona and get a bunch of DSM's to at least go and watch the races. Last year Kris's DSM was the only one there, hell it might have been the only import too!

 

[Zefal151]

I could see both Kris's 1g and Corey's 2g pulling some MAD numbers at barona, possibly being told they are too fast to run...

Or Corey will put the Hoosiers on, and realize he needs more work to the car to handle them.

But hoping nothing bad happens to either car even though 1 of the 2 wants to blow his engine up so he can have an excuse to make something even more diabolical

 

[projekt1]

... even though 1 of the 2 wants to blow his engine up so he can have an excuse to make something even more diabolical

Nicely put ..

 

[gofer]

Or Corey will put the Hoosiers on, and realize he needs more work to the car to handle them.

This sounds like Kris shit talking my car while you were working on yours...

 

[gufi]

I didnt go last year to the Salute the Military runs because i was in the middle of modding my gt with new heads. I'd like to go this year but unless i can get these issues worked out with the car there is no way i'll risk burning something up due to boost leaks.

hmm 850's wont cut it eh? guess i'll have to look for 1kcc then, not trying to go stupid large, just want to make around 350 hp and something around the size of a 20g internally waste gated, largest i will go is a 50 trim..

i have the supporting mods to go with all that except for the injectors already.

 

[Nito15]

awh man I don't have a military ID so I can't go just like I can't go to MOD because I drive an Eagle and not a Mitsubishi.

Aslo true that on those injectors 850cc are too small for e85. I am pushing 82% duty cycle on my RC1000cc injectors with a BUSHUR RACING BRO 20g @ 22 lbs, althought I think its less than 22lbs since I feel that the ricer prosport gauge is innacurate, sometimes it sits close to zero when the car is off, hence the reason to get that zeitronix map sensor to use as boost gauge from el bankersmuer. Althought I have read that guys run that size injectors on big16gs and push 400whp except I can imagine their duty cycle way above 100% and fuel pressure through the roofies. What is typically recommended is that you would want to have about 20% of injector duty cycle leeway in case of a boost spike or an inconsistency of the fuel (somewhat common specially if you fill at different ethanol stations as their blending process is different) etc

I remember reading on a Pearson fuel forum about customers posting up their findings of their in-tank ethanol concentration being inconsistent but in a favoring basis. They were simply reading what their ethanol concentration sensor said and posted on the forum. About 10 people posted their results and typically they were over 90% no where near the minumum 70%, always above 90%. People were complaining till somone questioned why they were complaining when they are getting better content than advertised, higher octane win. I tried looking for that thread again and it seems they have taken it down. = /

 

[gufi]

well new IC is ordered. once it arrives i'll install it and have this one fixed and sell it off. kinda sucks that it was only 3-4 months old and split like that.

i grabbed the 3.5x8x 31 core from punishment, i wanna say that i have the 2.5 right now but i havn't looked at it thickness wise.

hmm honestly what do you guys think would be a proper turbo for running it to around 3/4 of its max power ability to obtain 350 hp.

Considerations to take: I want to keep the stock dsm style housing, i Am willing to go external but it will be off the o2 housing. I am willing to goto SS feed line but I do not want to have to modify my pan for a new fitting ( im sure there are adapters for this correct? ) for return.

the reason i'm limiting my self on power is because I know me and if I don't i will end up with a missing piston and a dead block with a rod shoved through the side quicker than i can be happy about how hard i was just forced into the seat.

 

[banishedmunk]

big 16g will get you there with e85 easily

 

[gufi]

at only 17-20 psi? , this is the biggest reason i was thinking going with a 50 trim

 

[Zefal151]

Lol, Kris does talk a lot of smack, but i think its out of the fact that his baby has been sitting inop for such a long time....

 

[banishedmunk]

at only 17-20 psi? , this is the biggest reason i was thinking going with a 50 trim

why are you limiting yourself to 17-20 psi?

And I never talk smack its jealousy coming out in poetry

 

[gofer]

Heres a teaser shot that I took of Chris's car last Friday before the meet at Fry's, I'll send the rest to Chris to post as he see fit.

You must be logged in to view this image or video.

 

[projekt1]

Chris, check this out.. http://www.dsmtuners.com/forums/bolt-tech/401451-removed-fp-mani-how-bad-does-tris-look.html

 

[Nito15]

I would recomend that 50 trim with the mitsu hot side. PTE sells those, there is even a ball bearing option for a few hundred more..usually all are internal gate with a decent sized flapper to prevent any boost creep. I believe the ball bearing option might be discontinued. To be honest, deciding with a turbo also and mostly depends what deal is out there. With that 50 trim you should have full boost by 4k rpm and it will pull past the redline. Running a 50 trim with a mitsu housing is the way you will flow easily ultra cool air without stressing the turbo and push 350hp. I would say you would achieve this around 20psi on a good tune. I know of a 2g talon who pushed ~520 awhp and around 500 tq on built engine and a journal bearing 50 trim with supporting e85 fuel mods, so you can get an idea of what the turbo is capable (~450-500 whp at maximum airflow ~29-32 psi on race gas and nice tune on a factory engine).
Now a great deal of people swear by the Holset turbo setups. There is the HX35 setup with bullseye hotside but personally I have never seen a dsm dyno past 410 whp on that setup. Also Have seen that people have issues with the bullseye mitsubishi turbine housing quality. The spool is again sweared by that is at full pressure by what 3500 rpm?? Yet to see that in person though. The HX40 I have seen push over 420whp but not by much at 28 or so psi, yet more lag than the HX35. That is the highest I have seen. Sure there are people that talk and swear by a particular style/design of turbos but when their elite of their in-group goes to the dyno its a whole other story. It might depends on the vast variation (7 fin 8 fin compressor wheels etc).. Anyway, External wastegate is a must for either one of these Holsets, but again I never ventured in doing any research since the hassle of putting one of these together never crossed my mind after seing what other people put down with them, thinking of it in a reflective fashion.

Specifically you have a 1g (more room between the radiator and the head for a manifold and turbo to fit) and not having the factory puller fans give you a great deal of alternatives you can go with. The Oil feed line you will want to run out of the oil filter housing, there is a port where the oil comes filtered through. As for the return line you can always cut a factory return line and fit an oil hose over it with a clamp, as well as whatever return flange the turbo needs on the turbo side, fairly simple.

If you want to max out your factory long block and have the ability to blow it up at any given time almost by the time the turbo maxes out and have full pressure around 3700 that HTA FP Green will do rated at 55 lb/min

An mhi evo3 16g will have similar full boost spool characteristics but the powerband suffering by 22psi and or redline. If you look at dyno pulls from a 16g setup with 272 style cams they seem to run out of air by redline or 22psi. There is a lot that can be discussed, as everyone knows each turbo has its own characteristics. I guess we can start discussing turbo flow numbers then compare spool time and their powerband now if anyone has any input.

 

[Zefal151]

That pic came out nice Corey, the car looks blue though, but either way looks really clean, thanks again for your time and effort

 

[gufi]

I would recommend that 50 trim with the mitsu hot side.

If i could find a PTE 50 that would be ideal, i always wanted one back 7 years ago but ended up going FP red because the price was unbeatable ( 700 for a FP red with 800 miles on it )

520 hp maxed out sounds good and all and thats what i'd like. to not have to push it to get to 350, which is 50 trim range of turbo. the lag doesn't bother me at all considering there are tools to combat launch spool and NLTS to fight re-spooling during shifts

the Holsets are sworn by, that i have seen. however for the power those turbos make you have to run serious psi to get the extended tip tech they use to actually come into play

The bullseye housings, the castings from what i have seen look like garbage. just like they did back when i left the dsm world in 2005, i figured after so many years they would have fixed their casting process.

I personally would rather have a 38mm internal wg, but if i absolutly had to go external it wouldnt be out of the question.

I have quite a bit of room between the rad and motor because the fans are in front of the radiator, which honestly .. i'm not happy with these fans at all, stupid ebay specials. i may have to go ahead and buy a nice deralli fan these cheap little ebay pos's aren't cutting it.

I always remember back in the day anyway, people said the head was the better place to get the oil pressure from because it was lower and wouldn't blow out the seals, although i guess running a restricter would do the same thing. I absolutely refuse to run an inline filter. too scared of them from my old days and them causing the turbo's to become oil starved over time.

Guess thats the normal thing to do these days is just hose clamp the stocker eh? id probably end up building an AN hose to rework that at some point if i ended up doing so.

maxing out the factory long block in the long run, possibly
untill then however 350 max is what im looking at in my mind.

the Green seems to be top of my list at the moment. it seems to match every thing i want in every aspect thus far.

The e3 16g however will be forced to near max output before i ever see the power i want. i'd rather not have to run that turbo that hard to get there. I dont like hearing a turbo screaming for its life.

power band of this car is suffering because of the 14b and that much is obvious, 5500 the car falls on its face.




On another note... i hate ECMlink. There are various reasons thus far ( after three days of using it ). i feel limited in what i can do and have already made plans to modify my Megasquirt MS2 v3.57 board for the 4g63.

which reminds me. any one have a dead 1g ecu? ( permanantly fried is preferred )

 

[zeekster777]

today was my fist day of work at DTM
BasicPages
I am working the front desk. So if any one needs anything I can help you out . They do everything you can think of, they have worked on all of my dsms and my evo.

 

[GSX_TC1]

Congrats isaiah on your new job at DYnotech, I'll swing by there soon

 

[goodbuds]

p

I would recommend that 50 trim with the mitsu hot side.

If i could find a PTE 50 that would be ideal, i always wanted one back 7 years ago but ended up going FP red because the price was unbeatable ( 700 for a FP red with 800 miles on it )

520 hp maxed out sounds good and all and thats what i'd like. to not have to push it to get to 350, which is 50 trim range of turbo. the lag doesn't bother me at all considering there are tools to combat launch spool and NLTS to fight re-spooling during shifts

the Holsets are sworn by, that i have seen. however for the power those turbos make you have to run serious psi to get the extended tip tech they use to actually come into play

The bullseye housings, the castings from what i have seen look like garbage. just like they did back when i left the dsm world in 2005, i figured after so many years they would have fixed their casting process.

I personally would rather have a 38mm internal wg, but if i absolutly had to go external it wouldnt be out of the question.

I have quite a bit of room between the rad and motor because the fans are in front of the radiator, which honestly .. i'm not happy with these fans at all, stupid ebay specials. i may have to go ahead and buy a nice deralli fan these cheap little ebay pos's aren't cutting it.

I always remember back in the day anyway, people said the head was the better place to get the oil pressure from because it was lower and wouldn't blow out the seals, although i guess running a restricter would do the same thing. I absolutely refuse to run an inline filter. too scared of them from my old days and them causing the turbo's to become oil starved over time.

Guess thats the normal thing to do these days is just hose clamp the stocker eh? id probably end up building an AN hose to rework that at some point if i ended up doing so.

maxing out the factory long block in the long run, possibly
untill then however 350 max is what im looking at in my mind.

the Green seems to be top of my list at the moment. it seems to match every thing i want in every aspect thus far.

e3 16g however will be forced to near max output before i ever see the power i want. i'd rather not have to run that turbo that hard to get there. I dont like hearing a turbo screaming for its life.

power band of this car is suffering because of the 14b and that much is obvious, 5500 the car falls on its face.




On another note... i hate ECMlink. There are various reasons thus far ( after three days of using it ). i feel limited in what i can do and have already made plans to modify my Megasquirt MS2 v3.57 board for the 4g63.

which reminds me. any one have a dead 1g ecu? ( permanantly fried is preferred )

If you want to go fast I can refer you to a guy who is selling super40 for a great deal with new internals.

 

[Nito15]

fp red or gt35r on a mitsu hotside bottle necks right where those turbos would shine. Anything that big would have to be on a t3 manifold and hotside configuration in order to take advantage of their flow in their peak efficiency boost range, hence the reason why Buschur, PTE, SBR or FP quit selling them since compared to other smaller turbos they only got increased lag that didn't outweigh the performance gain. Garrett 30R or 56 trim sized turbos on a 7cm mitsu turbine housing is the biggest that you can possibly run before flow will be compromized due to the mitsu design. Maybe I should just speak of the turbine wheels these run in proportion. Mitsu hot side turbos bigger than that do not compare when the same exact turbo is paired up with T3 hotside setups, the flow is simply that much more without the restriction.

I know this was all theory back in the years as everyone was talking, scuffling, arguing, a cloud of dust arose and after everything was said and dynoed it came to the preference and right combination of cams, getting rid of restrictions and tuning.

The only turbos I am not familiar with are again those Holsets. The ones I have seen make power push high boost, HX40s above 30psi and above that level you are looking for L19 head studs and built bottom end. After paying what $200 for their hot side the "great value" of them is more than arguable compared to other proven turbos.

On a side note gufi, what restrictions do you encounter with ECMLink V.3 full? Thinking about it there are some options they could add to, even compared to ecuflash like a whole different fuel and timing map just for spool etc.

I know Mr. Thomas Dorris is looking at the idea of PID boost control and autotune feature to be implemented which should lift a couple more barriers from our decent yet lagging in contrast to the processing power of other PCMs but the ability to plug & play along with the power of manipulating the necessary rendering to your average tuner is undeniably great and still improving and adding features it is. The ease of user interface is as good as it gets for our cars using the factory board. The way I saw and still see it is how an old gigabit cisco router is able to perform its job in adversity with its new more expensive counterparts by modifying its old command line interface and implementing a gui that works with the added security features that the new ones offer. For now its finished, gets the job done and its gui is improving. ha, what an analogy.

ECMTuning User Support Forums

 

[gufi]

I'll be honest if i wanted SAFC style tuning from an aftermarket tuning solution i would have bought an safc and saved 400 bucks. Dont get me wrong, it would do any thing and every thing i want it to if i just stick with it however considering the price i'm rather regreting paying out for something that almost feels like an insult to use.

not to be a total #### but i know that the average dsmer can hardly do regular maintenance to their cars without screwing up but IMO those people should be using this... I however am so used to the Megasquirt that this feels like childs play and is rather more annoying than its helpfull. the only thing ive actually liked thus far is eliminating the idle surge. that i used to have so horribly ( its still there when cold only then )

 

[Nito15]

Definitely know its more powerful tuning tool than afc. Yes the interface has fuel and timing sliders like afc for quick fuel corrections but you also have the ability to change fully fuel and timing maps just like a standalone would. Maybe we need to list the differences between what link allows to manipulate vs megasquirt. I too had the option of going v2 megasquirt but having little to no knowledge on either management systems a simple list to check off was used. This was when v3 has just came out for link and megasquirt was still in v2. The point where link came out ontop in my way of rationalizing it was due to the interface/usability and support. The only local 1g I know running megasquirt is pushing real close to 500 wheel horse but not daily driven. Maybe he can give a few words in his experience with it on a dsm:

 

[Zefal151]

I think the easiest way for Gufi to not be so upset about it is if he can change the fuel map sliders i believe to the true fuel map so he can change each "square" individually...

I know he said he could get it on Speed Density only, but im sure there is an advanced tab to get there on stock MAF