Correct! Cap that nipple!

I guess you could monitor the stock one via a logger, and then apply those values. That'd be a lot of research, but it could be done. and then it would have to be done pretty much from scratch once your bolting on more turbos and more fuel...

At least that's how the emanage overcomes the stock fuel induced RPM limiter, but you can clamp the signal at any rpm point, so you just set it at zero, and then start tuning 'til your brain oozes out of your ears.

_________________
Bad decisions make good stories.
Look at it! LOOK AT MY @SS AND TELL ME IT'S PRETTY!

ttangel wrote:



Nope, not making headers, going to use the stock manifolds, then attach a pipe to bring them together up at the turbo. Basically, just changing the exhaust flow.

G-ell wrote:



I was hoping to come up with a way to have two mappings, one for daily driving, and one for race and set the boost controller depending on the map unstalled. That is why I was thinking more about going with the e-manage.

_________________
1993 3000GT VR-4 (build in progress)
1994 3000GT SL
Lead, Follow, or get out of my way!

Also know as:
"dead weight", "wrong wheel drive noob"

wait. wait. wait. one turbo? or two.

I'm confused.

_________________
Bad decisions make good stories.
Look at it! LOOK AT MY @SS AND TELL ME IT'S PRETTY!

I think what you're trying to describe is the global fuel calculations and the e-manage can adjust the global fuel by reducing the ECU's signal to the injectors. If that's the case, then there's a problem with my math, but it's easy to figure out.

In John's case, the stock injectors are 210cc and he wants 550s, so...

210 / 550 - 1 = .42 - 1 = -61.8%.

So we'd have to reduce the global fuel calculations to 61.8%.

...but there's still another variable. The ECU takes into account the response characteristics of the factory injectors when calculating how long to "fire" them. It first calculates an appropriate time from airflow, knock, and all sorts of other data. It then adds an amount of time based on battery voltage to account for how long it will take the injector to physically open up after being told to do so.

This is called, injector dead time. It's a fixed number in the ecu that is burned onto the chip. I have no idea how you could adjust for this. Guess and check maybe? Compare the idel fuel trims and cruise fuel trims to see if there's a change...? Granted we're only talking 1000ths of a second, but it does make a noticable difference.

Okay, so assuming we get that figured out and the stock car runs with the 550's, there still the timing issue (although, not as big) because I can almost gaurrenty we're going to have to make some adjustments to the airflow corrections. Maybe not so much when the car is stock, but definately when the turbo goes on.

OH, and I'm gonna try the nipple hooked up.

_________________
06 Blue EVO 9

There's many more reasons to go with the e-manage, but the summed up version is there's lots more control to be had with it over an SAFC. The e-manage can do everything that an safc can do and then some.

Few more questions about your (single) turbo:

Internal or externally gated?
What are the spec of the wheels?
Where are you getting it from?

the package I am looking at comes with a 40MM external wastegate

wheel specs:
.50 A/R COMPRESSOR
.63 A/R TURBINE
.57 TRIM

all garrett internals. and it is listed on e-bay.

_________________
1993 3000GT VR-4 (build in progress)
1994 3000GT SL
Lead, Follow, or get out of my way!

Also know as:
"dead weight", "wrong wheel drive noob"

Oh, he goes single and you want specs. I talk about it and you call me a retard. bass turd.

Not Global. The global correction is what also affects the A/F ratio. I thought. just like adjusting the fine tune map from there affects the A/F ratio, by adjusting the hertz from the MAS.

This is injector pulse width that comes straight from the emanage. Otherwise it would never be able to overcome fuel cut at high rpm. The stock ECU should clamp the injectors to zero at 7,200 rpm. The emanage uses a map that we make up from scratch and clamps the ECU injector signal at say 6,500 RPM and starts send the new map to the engine...

P.S. I still don't like the "using stock headers with extension tubes..." but that's just me. Good luck d00d!

_________________
Bad decisions make good stories.
Look at it! LOOK AT MY @SS AND TELL ME IT'S PRETTY!

TIAL adjustable wastegate? I hope so...

well, it is the best i have come up with as I don't know anyone that makes headers for a single turbo conversion and I don't have even 1/10 the skill needed to make headers.

this whole project is going to require "reinventing the wheel" but that is what makes it fun, and going to drive me nuts at the same time. LOTS of beer will be needed on this one.

_________________
1993 3000GT VR-4 (build in progress)
1994 3000GT SL
Lead, Follow, or get out of my way!

Also know as:
"dead weight", "wrong wheel drive noob"

Brand is not listed, but it is adjustable, 9lbs to 18lbs.

_________________
1993 3000GT VR-4 (build in progress)
1994 3000GT SL
Lead, Follow, or get out of my way!

Also know as:
"dead weight", "wrong wheel drive noob"

I'm not saying I agree with John's setup either...

In case you're not clear, there are 3 things that the ECU uses for a/f ratio: global fuel, dead time, and the typical RPM-based adjustments.



Ugh, it's not going to be as easy I thought.

not sure who this Jim is you speak of, I am John. lol

_________________
1993 3000GT VR-4 (build in progress)
1994 3000GT SL
Lead, Follow, or get out of my way!

Also know as:
"dead weight", "wrong wheel drive noob"

Cool. So you probably can get away without a boost controler then.

It's a problem of mine. Don't be offended. (changed origonal post)

I was thinking about that, but what if I want to have the system setup for two "fuel maps" (not sure that is the right phrase or not) one for daily driving and one for AS* KICKING?

I was thinking that I could use the boost controller to set the boost level for the "map" I currently had loaded.

_________________
1993 3000GT VR-4 (build in progress)
1994 3000GT SL
Lead, Follow, or get out of my way!

Also know as:
"dead weight", "wrong wheel drive noob"