Search:

what about the LP sensor and DME compensating voltage to the in tank pump... will you add a bias? I guess this is the first test to see what happens.

Gear chatter caused by single mass flywheel.

Played around again and was able to raise idle to 820rpm... wont go any higher. It was in a different screen, f6 maybe. There was range of -250 to 250 for adjustments but this didnt necessarily...

i assume 0% DC is limp mode allowing fuel to bypass the HPFP. Otherwise it regulates volume to the HPFP.

actually you were right. 3.75ms x 2 stroke/rev = 8000rpms

very curious if cams would even benefit the n54... would need to know the stock specs to start doing the math on this. Duration may not...

I think both what Terry and Tony are seeing is pump capacity. Reducing restrictions has helped Tony but combination of volume and pressure is too much for the pump in the problem range. In my head...

Are you observing significant HP drop only post-shift? You see this on both AT and MTs? Can you scope/log the signal to the fuel control valve to see what it's doing?

Hey cool thread, prob can find some good dance tracks.

Love this chicks voice... if posted already, sorry.

http://m.youtube.com/watch?v=XwsqWbVIy1Q
http://m.youtube.com/watch?v=5ZF5m-vmDzM

Can we get some tech details? I understand Tony has opened the fuel rail orifice and/or pump outlet, but I assume has kept the restriction to each injector. These mods have increased flow.
...

I played with different idle speeds through the popup window and then set 850 which held until i turned off the car... next start back to 650.

Actually only worked temporarily. Back to 600ish after restart.

Ha, super easy... I obviously have no skills searching INPA. BTW: tried with engine off, but needed to be on for me. Thanks!

I think 3100 is boost control.

DME is intervening for some reason… you can also see WG PID being zeroed. I’ve seen this before on a larger scale when someone was having under boost codes. Try...

dynos are so tough to decipher... I think everyone should post NO correction with DA or explanation of conditions. 7% is applied here, so I assume you are at some altitude. And the ambient pressure...

Is pwm WGDC? If so how to translate to %. I want to see this on the track before it gets too hot.

Sticky knows everything and everyone knows it, and he doesn't have to prove it... sit back and enjoy your knowitallism

Gotcha, missed that. I assume EBC works off throttle input so above your WG pressure I don't see much issue except for syncing the 2 systems... part throttle could be a little tricky though.

Ok, I wasn’t thinking of part throttle (<WG default pressure)… maybe you could use a very low pressure WG <10psi and have less dependence on throttle plate
And
-Flash / piggy work as they have...

What's wrong with mapping the flash based on turbo spool... of course this changes with conditions, gear, etc, but potentially the variances won't be enough to throw a code. This way piggy works as...

Likely the boost setpoint needs to be lowered, so the gap is reduced. I wouldn't allow more boost when getting hotter.

It’s likely your mapping just needs to be changed slightly for the hotter weather (greater DC per boost) and longer time in gear (added weight). Contact PTF, if there’s no leak.

Boost to HP relationship between the 2 setups is very similar.

This single curve was produced at less boost which comes on earlier for similar mass flow potential. Still too early to choose for me, as I do like the twin setup... but single is looking better so...

I got some ATP tables the other day not in ATR, unless there's a way to update from the website i wasn't aware of.

I've never had an issue logging in map0 and i've done a bunch of it.