XKR Super G... Going for Mach 1
06-15-2010, 07:41 PM
#2641
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I have Toyo R888 305's on back. Even when I was running in the 550-600 whp range I was having serious traction issues in first and second gear, and I would even get wheel spin in third gear when the turbos spooled up. At his hp level, I don't think new rubber alone will be enough.
I was playing with my boost vs speed settings in my boost controller, and this did help a bit, but traction controll is probably a better way of handling it if you don't mind spending the money. I don't think another $2k-$3k into the build is a significant issue for Mike.
I was playing with my boost vs speed settings in my boost controller, and this did help a bit, but traction controll is probably a better way of handling it if you don't mind spending the money. I don't think another $2k-$3k into the build is a significant issue for Mike.
honestly money is not an issue for any of us at this level
but after watching that ProEFI TC vid on the dyno, it seems to just be a glorified VDC. it stumbles the motor when slip is detected. I guess thats how all the TC systems work?
I would assume that the good ones wont cause your car to jerk like the stock VDC though
but after watching that ProEFI TC vid on the dyno, it seems to just be a glorified VDC. it stumbles the motor when slip is detected. I guess thats how all the TC systems work?
I would assume that the good ones wont cause your car to jerk like the stock VDC though
06-16-2010, 06:56 AM
#2642
ya i figure you can adjust how much slip it takes to trigger the fuel/timing cut
but, how adjustable is that cut? If you hit the fuel cut with the haltech (for say overboost), it will throw you thru the windshield. It would have to make microadjustments very quickly to maintain a smooth reduction of power...
but, how adjustable is that cut? If you hit the fuel cut with the haltech (for say overboost), it will throw you thru the windshield. It would have to make microadjustments very quickly to maintain a smooth reduction of power...
06-16-2010, 07:00 AM
#2643
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ya i figure you can adjust how much slip it takes to trigger the fuel/timing cut
but, how adjustable is that cut? If you hit the fuel cut with the haltech (for say overboost), it will throw you thru the windshield. It would have to make microadjustments very quickly to maintain a smooth reduction of power...
but, how adjustable is that cut? If you hit the fuel cut with the haltech (for say overboost), it will throw you thru the windshield. It would have to make microadjustments very quickly to maintain a smooth reduction of power...
With the ProEFI you can adjust both. How much slip is allowed and then how aggressively it reduces power. You can have it dial back the boost, retard timing or invoke a soft or hard cut rev limiter!!
06-16-2010, 07:45 AM
#2645
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ya i figure you can adjust how much slip it takes to trigger the fuel/timing cut
but, how adjustable is that cut? If you hit the fuel cut with the haltech (for say overboost), it will throw you thru the windshield. It would have to make microadjustments very quickly to maintain a smooth reduction of power...
but, how adjustable is that cut? If you hit the fuel cut with the haltech (for say overboost), it will throw you thru the windshield. It would have to make microadjustments very quickly to maintain a smooth reduction of power...
The Racelogic comes standard on Ferrari , Lambo and some of the high end British cars. Now that it's offered as a PNP for our cars... It's one of the reasons I really want it.
06-16-2010, 07:47 AM
#2646
ya i figure you can adjust how much slip it takes to trigger the fuel/timing cut
but, how adjustable is that cut? If you hit the fuel cut with the haltech (for say overboost), it will throw you thru the windshield. It would have to make microadjustments very quickly to maintain a smooth reduction of power...
but, how adjustable is that cut? If you hit the fuel cut with the haltech (for say overboost), it will throw you thru the windshield. It would have to make microadjustments very quickly to maintain a smooth reduction of power...
Last edited by rcdash; 06-16-2010 at 07:49 AM.
06-16-2010, 08:09 AM
#2647
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06-16-2010, 08:15 AM
#2648
I've seen the vids on the racelogic site and the TC ProEFI vid they had in the porduct announcement thread. That was on the dyno though, so more proof of concept.
But if there is control of how gradual you can reduce power, that sounds like the best way forward
Still wondering why you cant attenuate your boost controller to soften the boost curve. Figure if boost comes on more gradually, then your trq spike would disappear
all new and exciting things as more and more high power VQs hit the road. 900whp will be the new 600 soon enough
But if there is control of how gradual you can reduce power, that sounds like the best way forward
Still wondering why you cant attenuate your boost controller to soften the boost curve. Figure if boost comes on more gradually, then your trq spike would disappear
all new and exciting things as more and more high power VQs hit the road. 900whp will be the new 600 soon enough
06-16-2010, 08:41 AM
#2649
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Pro-EFI traction control........(gotta download vid though)
http://72.167.62.188/downloads/ProEF...%20Control.wmv
http://72.167.62.188/downloads/ProEF...%20Control.wmv
06-16-2010, 08:41 AM
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I've seen the vids on the racelogic site and the TC ProEFI vid they had in the porduct announcement thread. That was on the dyno though, so more proof of concept.
But if there is control of how gradual you can reduce power, that sounds like the best way forward
Still wondering why you cant attenuate your boost controller to soften the boost curve. Figure if boost comes on more gradually, then your trq spike would disappear
all new and exciting things as more and more high power VQs hit the road. 900whp will be the new 600 soon enough
But if there is control of how gradual you can reduce power, that sounds like the best way forward
Still wondering why you cant attenuate your boost controller to soften the boost curve. Figure if boost comes on more gradually, then your trq spike would disappear
all new and exciting things as more and more high power VQs hit the road. 900whp will be the new 600 soon enough
06-16-2010, 05:37 PM
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Well as you can see.... Lag is not so bad after all.
I can't figure out what is so different about my build why the boost comes on this way.... Don't get me wrong... I am not complaining .... It's just bad planning on my part for not installing the TC.
Live and learn I guess. I should have done more research .... If I did I would have known that high impedance injectors would have solved my problem.
I can't figure out what is so different about my build why the boost comes on this way.... Don't get me wrong... I am not complaining .... It's just bad planning on my part for not installing the TC.
Live and learn I guess. I should have done more research .... If I did I would have known that high impedance injectors would have solved my problem.
06-16-2010, 05:54 PM
#2654
its those 'tiny' turbine housings on that big motor. I didnt realize how big my turbos were until I saw a Greddy 18g, JWT 530bb and even a JWT 700. I'm hoping that 3.8L will better my curve. But my dyno almost 100% overlays Hal's and if he can trap high 140s at low 9s, my kinda power delivery must not be all bad. If you could hook, your 1/8th trap would kill his!
I was gonna ask if you were running the Yoko Advan AO48's. Then I looked at their sizes and remembered form before function on the old G35 beast LOL
seems like you have a buddy on your visitor page
I was gonna ask if you were running the Yoko Advan AO48's. Then I looked at their sizes and remembered form before function on the old G35 beast
LOLseems like you have a buddy on your visitor page
Last edited by str8dum1; 06-16-2010 at 05:57 PM.
06-16-2010, 06:39 PM
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its those 'tiny' turbine housings on that big motor. I didnt realize how big my turbos were until I saw a Greddy 18g, JWT 530bb and even a JWT 700. I'm hoping that 3.8L will better my curve. But my dyno almost 100% overlays Hal's and if he can trap high 140s at low 9s, my kinda power delivery must not be all bad. If you could hook, your 1/8th trap would kill his!
I was gonna ask if you were running the Yoko Advan AO48's. Then I looked at their sizes and remembered form before function on the old G35 beast LOL
seems like you have a buddy on your visitor page
I was gonna ask if you were running the Yoko Advan AO48's. Then I looked at their sizes and remembered form before function on the old G35 beast
LOLseems like you have a buddy on your visitor page
06-17-2010, 04:10 AM
#2657
Rich, if I remember correctly, you are using exhaust headers instead of the log style manifolds. Are yours ceramic coated or heat wrapped? Also, do you have turbo blankets or ceramic coating on your turbine housings? If not, these may help a tad bit.
Essentially, providing a thermal barrier reduces the amount of thermal energy disipating through the metal itself, thereby increasing the amount of energy that is going to the turbine. I have never seen data on back to back comparisons, so it's hard to quantify how much it will help. In the overall scheme of things, ceramic coating is fairly inexpensive, so it is worth a shot.
Essentially, providing a thermal barrier reduces the amount of thermal energy disipating through the metal itself, thereby increasing the amount of energy that is going to the turbine. I have never seen data on back to back comparisons, so it's hard to quantify how much it will help. In the overall scheme of things, ceramic coating is fairly inexpensive, so it is worth a shot.
I see
06-17-2010, 05:29 AM
#2659
ya all hot sides are ceramic coated as well as the headers, downpipes are wrapped and coated. I might also wrap the headers but waiting to hear about SFR's opinion
Rich, if I remember correctly, you are using exhaust headers instead of the log style manifolds. Are yours ceramic coated or heat wrapped? Also, do you have turbo blankets or ceramic coating on your turbine housings? If not, these may help a tad bit.
Essentially, providing a thermal barrier reduces the amount of thermal energy disipating through the metal itself, thereby increasing the amount of energy that is going to the turbine. I have never seen data on back to back comparisons, so it's hard to quantify how much it will help. In the overall scheme of things, ceramic coating is fairly inexpensive, so it is worth a shot.
Essentially, providing a thermal barrier reduces the amount of thermal energy disipating through the metal itself, thereby increasing the amount of energy that is going to the turbine. I have never seen data on back to back comparisons, so it's hard to quantify how much it will help. In the overall scheme of things, ceramic coating is fairly inexpensive, so it is worth a shot.
