2G Cyclone in a 2G

[1990TSIAWDTALON]

Has anyone tried a MBC style setup on the vacuum/boost source to slow it down or speed it up to adjust the "slam open" mode?
Just a thought.

 

[CrackedDSM]

I never had an issue with the slam it open, but admittedly I've never used one with ECMLink. I used one with Jackal SD and TunerPro, which both of their SD systems work completely different than ECMLink's SD. I think TBH one should just use the OEM vacuum canister/vacuum actuator first, and if you have a headache or issues, go from there. I wouldn't reinvent the wheel unless you need to (like in Curt-S' case where he had issues, I'd reinvent the wheel then for sure).

 

[AdrianDSM]

I have one of these Cyclone IM laying around, is it worth it? Gains vs Evo 3 IM?

 

[CrackedDSM]

I have one of these Cyclone IM laying around, is it worth it? Gains vs Evo 3 IM?

Can't comment on the Evo 3 IM as I've never used one.

On a 1G though, or anyone with a 6 bolt head I'd absolutely use one.

 

[curt-s]

My issues were just no difference in feels. Single runner felt more sluggish, short sudden lean spike when it flipped open (no biggie) and when it was open, it was my 1g IM tune for obvious reasons. So, basically, when I was only on one runner, it just felt slower. I had to up my VE in a bunch of places just to maintain AFR and STFT with no benefit.
BLT was excellent, again
Im not giving up. But now I've got 8.5:1 and the 68v3 so I have no basis to compare unless I take it off and do a 1g IM back to back.

 

[Justin DuBois]

I have one of these Cyclone IM laying around, is it worth it? Gains vs Evo 3 IM?

E3 has 2G size runners, Cyclone has 1G size runners.

 

[Justin DuBois]

Woot!

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Coil Bracket with a coil pack and even a stock vac canister and hoses!

Now that I have it in my hands, I can see how the logic of the actuator works. Vac holds the valve CLOSED. This is good design, as a failure will fail open.

 

[curt-s]

E3 has 2G size runners, Cyclone has 1G size runners.

(When both runners are open)

 

[Justin DuBois]

(When both runners are open)

Right. The only point to make here is which ones match what. E3 bolts up to a 2G head, where the Cyclone bolts up to a 1G head.

 

[curt-s]

Do you have a datalog of this?

I think I found a log
Ignore the VEs, I was doing some (extreme) testing because run over run I was getting inconsistent WBO2 -- the point where I would see a need for +/- 8% adjustments each time. So I was forcing more fuel to see if it became more consistent and it saved a DA table update. I fought my FIC-750's pulse width abnormalities for years and never won. but that doesn't matter now. The car's been disassembled since 10 days after this log anyway and now I'm on high-z 1200s.

Anyhoo, under 3000rpm and >20psi with only one runner it seemed to cram more in from the b16g than could slip past the valves..
I could push >20psi as long as there's enough rpm even with one runner only (more stable boost level).

 

[Stapl3]

I think I found a log
Ignore the VEs, I was doing some (extreme) testing because run over run I was getting inconsistent WBO2 -- the point where I would see a need for +/- 8% adjustments each time. So I was forcing more fuel to see if it became more consistent and it saved a DA table update. I fought my FIC-750's pulse width abnormalities for years and never won. but that doesn't matter now. The car's been disassembled since 10 days after this log anyway and now I'm on high-z 1200s.

Anyhoo, under 3000rpm and >20psi with only one runner it seemed to cram more in from the b16g than could slip past the valves..
I could push >20psi as long as there's enough rpm even with one runner only (more stable boost level).

Airflow is smooth.

Why is TPS not adjusted?

It is weird that you're a full point rich AND adding that much airflow. Why did you make that adjustment?
Your SD table values are ridiculous and that's excluding what you said above. If you're lacking fuel to the point of making idle 63.x, you're treating an airflow adjustment as a fuel adjustment. Adjust the base fuel pressure and/or global fuel instead.

I wonder if two ve tables would be useful.

There's only one ve table in link.

 

[curt-s]

Airflow is smooth.

Why is TPS not adjusted?

It is weird that you're a full point rich AND adding that much airflow. Why did you make that adjustment?
Your SD table values are ridiculous and that's excluding what you said above. If you're lacking fuel to the point of making idle 63.x, you're treating an airflow adjustment as a fuel adjustment. Adjust the base fuel pressure and/or global fuel instead.

There's only one ve table in link.

My TPS would read 0.65 after warmup (0.63 consistently was an impossibility), ISC of 38, CombinedFT <5%, but max would only allow 4.84v. The attached log shows no adjust. I'm switching out TPSes this year, I think I have a spare or two.

Oh I know the VEs were rediculous. My idle VE was ~58. On another pull with basically those same VEs under load (but even higher), I would end up with a run to 5500rpm and WBFactor < 1%. Fun little blip at 28.4 seconds on the attached which I think was the RPM switch point for the second runner.

I've already discovered a hole in the AFPR diaphragm earlier that year but I won't discount it happened again. I will be checking it today as it's on my list of stuff to do.
I've also got a fuel pressure sensor this year and I'm ditching the 750s. The Cyclone is going back on again.

I free air calibrated the WBO2 more times than I can remember that year, so I've also got a new WBO2 sensor (whole gauge too but it's AEM so..)

I knew I was going to have to increase global beyond the standard specs for FIC-750s, and that was the plan once I got them figured (and rescale VEs), but my pulls were just not consistent enough day-to-day. One day I'd be a point rich, the next day I'd be at target AFRatioEst. I kind of gave up at the end as the season was already winding down. I think it's safe to say those 750s weren't flowing 750. I needed a fresh mind, a fresh perspective, and fresh start. It's been two years since and it's an entirely new build

I'm also entirely open to having missed something important. Always down to learn from a master.
Needless to say I'm starting over and not making off-the-cuff adjustments. My screwy VEs on these logs still don't explain the fffffffffupfupfupfupfupfup from the intake when at >20psi and <3000rpm, nor the boost pressure instability which, by RPM only, disappears a bit above 3k.

 

[Justin DuBois]

Digging this thread back up -
Is anyone running a JDM GVR4 AC brcket and AC compressor?

I think if the compressor can be updated to run today's refrigerant, The belt clutch can be adapted to run a grooved belt. This would be more "proper" than cutting the cyclone support bracket.

 

[Justin DuBois]

From another thread - AC brackets. The JDM AC bracket on the right looks like it will clear the Cyclone intake support bracket.

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[Justin DuBois]

From another thread - AC brackets. The JDM AC bracket on the right looks like it will clear the Cyclone intake support bracket.

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Anyone got a pic if the JDM compressor(s)?