Discussion in 'Technical' started by Blue300, Aug 16, 2019.
Ok thanks for the info. That's a big problem with chasing power, too much is just never enough
GT2860s and E85 will make more power than you know what to do with.
That sure would be one he'll of a ride, but just like cigarettes, alcahol or sugar,
One can never get enough no matter how fast your going
740cc is not too small for e85. With Nistune developed Flex Fuel map that produced peak power within their guidelines.
I’m quite aware of nistunes development as it was out last year.
For the power the OP is intending or targeting 740cc IS way to small flex fuel tuned or not.
I near maxed my 750cc injectors at 550rwhp on 98 and would be lucky to see 400 odd rwhp on e85 with that size.
Not sure what tuning Nistune expertise you have and find your last statement illogical.
Well the OP can take your advice (which I can’t even break down properly so I’m guessing English isn’t your first language)
And than be very upset when he has to change injectors or pay for it to be done.
Or listen to myself and a few others who have done the work/made the desired power area on similar turbos to suggested and have real world data.
I’m happy to provide you with many sources to educate yourself if you’d explain to me where you find my last statement regarding power production on the different fuels illogical.
I’m going to assume you don’t understand why I would make so much less power on e85?
P.P.S. I actually ran a nistune right up to 670rwhp on e85 before changing to a link G4+
Resorting to personal insults says it all.
My Bosch 1000cc were at 75% IDC on stock turbos and E85. Fuel pressure didn't drop at all. As for your comment about flex fuel it means shit all, at higher ethanol content the mapping and fuel demand is the same as being on E85 alone.
Ps i tune my own cars and have tuned many other cars using everything from piggyback maf interceptors to nistune and even my current Link G4+.
740s are borderline for standard turbos let alone gt2860s on E85 in my experience.
I’m unsure where I resorted to a personal insult -
If I directly said “you’re an idiot” then yes.
I did allude to difficulty understanding your sentence structuring and guessed English may be a second language.
Would your inference of me insulting you be similar to me thinking your statement about my ‘fact’ being illogical a insult to my experience or intelligence otherwise?
Now that’s out of the way.
Your other posts seem rather clued up and intelligent on a ecu ability and tuning aspects, which leaves me rather dumbfounded how you think 740cc injectors will support e85 to the power level his been questioning about.
As said I’m happy to site examples and links so you can understand that or as Nem has provided above another real world example.
Wow alot has happened since i last logged in, i dont want anyone to be insulting anyone, im just after advice from people who are experienced in working and modifing these cars.
I found the problem as to why it was so laggy, turned out i setup the boost controller the wrong way.
Ive since fitted a set of deatswerks 740cc injectors and done a basic backyard tune on the haltech fuel maps.
Its completly different now and i wont be needing an expensive set of ball bearing 2860's just yet, it boosts much earlier around 3500rpm and has reached 22.1psi.
It is however running really lean at high rpm about 14.1 (i have'nt pushed it too much),
Injector 1 duty cycle is at 72.6% so i think i may have a manifold gasket leak which is not allowing the FPR to work properly.
Im setting up an adjustable FPR and trying to find the air leak,
Blue, you say injector 1 has 72% duty cycle. Do your other injectors vary from this?
Im not sure, im still trying to work out all the functions on the haltech tuning programs
Im also playing around with a new ECU but without a means for testing individual cylinder A/F ratio's i am simply using the same settings for all injectors (its an inline 4 cylinder ). A V engine could be treated at 2 different engines as you have 2 sensors. I was told that 1 of the VG cylinders has a tendency to run leaner than the others so i guess you could also richen this up a certain percentage if you knew why ( standard intake flow characteristics etc) and what you were doing
After ruling out possibilites of not getting enough fuel via the base map at high rpm i thought maybe even with bigger fuel pump and injectors, the standard fuel pressure regulator will always be limiting the amount of fuel than can be delivered especially at 20 + psi and also to cyclinder 6. I fitted a fuel pressure regulator, something i shouldve done before winding the boost up too high.
I guess for the injectors too work correctly under higher than normal load the pressure must always be consistent at various loads upto whatever boost one is running.
I set the FPR to about 65psi and done away with the fuel dampner and re tuned the injector dead times in accordance to the expected boost.
It now hits 23.6psi highest boost so far with afr of about 11 - 12 the whole way, feels much better now than what it ever has.
Took it out last night and afr's are reaching into low 13, i think the intake manifold is leaking again, or ive advanced the timing too much high end
Separate names with a comma.