I’m sure this has been posted before, but the related posts I found were so old that ppl where talking about not boosting over 6psi and things like that. Here is what I’m looking for. I’m picking up a used Greddy kit with the PE 380cc injectors and I have an option to run a set of 440cc injectors. (either way I’ll be adding the Walbro 255 pump)

My questions revolve around the best way to run the kit and my max potential with each injector set. I like that the 380’s are drop-in but I don’t know what they are capable of and not really wanting to ever run my injectors even near 100% duty cycle.

My initial thinking is that I will pick up the kit and run it at the stock 5.6-6psi until I can spring for the AAM or CJ motorsports return fuel setup before I up the boost.

I think I just answered my own question of using the emanage vs. a TS reflash. Everyone seems to like the TS flash (smoother idle and a clean tune) but if I’m going to be increasing boost and retuning a few times, I’m probably better with the e-manage. Is it safer now that ppl are figuring out how to tune it for the Z.

Sorry to beat a dead horse (if I did) but honestly the fuel side of tuning is mostly new to me so I’m tip-toeing through to make sure I do this right the first time. Fortuantly I have Tim (T32GZZ) and JoTech that are both local to bounce questions off of.

Any input is greatly appreciated. I was originally going Single turbo until last week. I’m more comfortable going with the Greddy kit now that the pioneers have worked out the kinks…. I just need to figure out what has been learned.

 

Kyle from SGP told me that 440's will be good for about 470whp. I am sure that is running them at max. I don't know about the PE 380's but I have read a few members go from PE 380's to RC 440's. I assume because they are rated for higher power or why else would someone spend the money to make that switch?

BTW, I have a set of RC'440 with less than 2000 miles for sale....only $385 plus shipping.

 

What could I expect out of the 380cc's? and what are ya'll ideas on the TS Flash vs. the E-manage??

Thanks

 

I don't know about the PE 380's. As far as the TS flash it is good if you plan at staying at 8psi, but if you are going to boost higher than I would recommend the e-manage.

 

I take it the concerns with emanage and pulling timing on the top end have since been resolved? I seem to remember that being the culprit for the early failures.

 

You can address timing with the greddy if you buy the timing harness and add diodes.

 

Doesn't the TS flash actually offer RPM based fuel delivery, increasing the fuel up top based on not hitting max boost below 3500 rpms? The e-Manage will allow you to change to a MAP sensor in the future if you want to go that route to tune for boost as opposed to rpm. Also, does anyone know what TS does about clamping the MAF voltage below 5.0 volts? We all know the e-Manage has a voltage clamp, but does the TS flash address this at all? If not, what keeps you out of limp mode??

I already provided my pros and cons on the injectors, spray patterns, etc, but there are some things I do not know about the TS flash. It seems like the PE turbo guys are hard to find these days. Cheston, please chime in if you're still on the board.

 

The TS Reflash is great for scaling injectors, but I really prefer the dyno tunability of the eManage. When working with the ignition harness, injector harness, and MAP sensor input, its really the next best thing to a stand alone ECU.

I have a TS reflash which has raised the rev limit to 7100rpm, scaled the injectors to 440cc, and retarded timing to 18 degrees at WOT. The rest of the fine tuning I handle with the eManage.

Keep in mind the TS Reflash has no provisions for MAF voltage clamping, and under high boost conditions...probably around 8psi or more, there is the potential to hit the limit at 4500rpm or so. It is sporadic, and really depends on how much airflow your turbos flow at low RPM. To get around this, you need to keep SOME injector scaling duties for the emanage, which will leave a comfortable spread between MAF input and output voltage. I have a 440 scaling on the TS reflash, and I scale to 550cc with eManage.

Remember that yes, the stock MAF is maxed at 5.0V, and the eManage can clamp for that, but the stock ECU also has max voltage limits are different RPM points....at at least one other RPM point..around 4500rpm. And if that level is exceeded, the your car will limp. I replicated this scenario on a load based dyno several times.

 

Sharif,

You said in another post that you were going to send your ecu back to TS to add some timing back. Is the 18 degrees you are retarding the most conservative map on the ecu or did you finally send it back to TS and this is what your timing set to now?