New setup in the works
Ended up scrapping the first mockup manifolds. I am going to run an individual cylinder wideband setup and we couldnt get the sensors at the right angles with the downpipes so we are going to make the runners longer and run the manifolds up over the motor plate and to the turbos instead of under it and run the downpipes down low and out the back.
Yes.
http://www.aemelectronics.com/wideba...controller-60/
I might switch to the AEM Infinity box down the road since ive got one sitting on my desk.
http://www.aemelectronics.com/wideba...controller-60/
I might switch to the AEM Infinity box down the road since ive got one sitting on my desk.
wouldnt egt be just as meaningful on each cylinder and much easier to fit?
does the infinity allow for 6 bands of input to adjust each cylinder? Or do you just use that AEM WBO2 box as a standalone and change EMS params accordingly?
does the infinity allow for 6 bands of input to adjust each cylinder? Or do you just use that AEM WBO2 box as a standalone and change EMS params accordingly?
Last edited by str8dum1; May 30, 2013 at 03:34 PM.
Haltech can recognize 4 wideband inputs right now. Working on getting them to increase it to 6 or to just see everything over the can network since the AEM boxes are canbus ready.
I know that pressure (EBP) will effect the a/f readings with the sensors pre turbo. I just don't know how much, and in what way (read leaner or richer).
Do you still plan on having one on each bank, post turbo?
Do you still plan on having one on each bank, post turbo?
The system uses back pressure sensors mounted in each manifold to compensate. Back pressure can also be logged.
Last edited by meatbag; May 31, 2013 at 08:18 AM.
alpha-n seems like a very inefficient way of tuning a boosted setup, altering boost levels would need to be retuned since it wouldnt have any way to account for the change in airflow since alpha-n just estimates.
unless im missing something here?
unless im missing something here?
The ones in the pics are 5858 CEA turbos. .86 A/R and the big compressor cover. I can go all the way up to the 6766 CEA before flange locations will have to move.
here's one explanation:
Guys, one thing I have been doing for a while now with my personal calibrations is Throttle based V.E. (Alpha N) instead of map based. As you all know manifold pressure doesn't change V.E., however Throttle blade angle and back pressure does. Previously (verson 2 and earlier) we had Pressure ratio as our 'Y' axis input for V.E. the problem there was it was confusing to tune, and was still affected by Throttle angle. Now that I have broken that out into a separate trim table, we can effectively use Throttle angle as our 'Y' axis input. We are still TRUE Speed Density as manifold pressure is still being compensated for along with the density calculations. Previously back pressure would get in the way of doing things this way as there was no way to adjust the map when back pressure increased when running the turbocharger higher. Now that this is all separate, Throttle V.E. does several things for us.
1 - By mapping against throttle angle, we minimize the amount of accel fuel needed.
2 - The V.E. table is much more accurate at each site because we are now accurately compensating for actual v.e. changes
3 - Throttle response is increased due to added accuracy at each point.
To do this properly, you MUST have a backpressure sensor setup to give feedback for high boost trims to fueling against backpressure changes.
If you REALLY want to achieve optimal drivability, you change your load input as well so timing is load based (APC) instead of map. This is how the factories do this. Benefits are as follows
1 - Optimal timing at all manifold pressures. Currently with map based timing, you can't have optimal timing at 100kpa (zero vacuum/boost) because the engines load conditions can vary greatly at that point with no manifold pressure changes.
2 - Due to the optimal timing, fuel economy is increased
3 - Drivability is significantly improved because of the increased timing during transients
Draw backs to this method is mainly that you will need to determine your calculated load to set up your timing map. I.E. you won't know where 5krpm and 20psi occurs (as an example). The good news is you can setup your load information and log it while you are still in map based timing to determine where you need to be.
1 - By mapping against throttle angle, we minimize the amount of accel fuel needed.
2 - The V.E. table is much more accurate at each site because we are now accurately compensating for actual v.e. changes
3 - Throttle response is increased due to added accuracy at each point.
To do this properly, you MUST have a backpressure sensor setup to give feedback for high boost trims to fueling against backpressure changes.
If you REALLY want to achieve optimal drivability, you change your load input as well so timing is load based (APC) instead of map. This is how the factories do this. Benefits are as follows
1 - Optimal timing at all manifold pressures. Currently with map based timing, you can't have optimal timing at 100kpa (zero vacuum/boost) because the engines load conditions can vary greatly at that point with no manifold pressure changes.
2 - Due to the optimal timing, fuel economy is increased
3 - Drivability is significantly improved because of the increased timing during transients
Draw backs to this method is mainly that you will need to determine your calculated load to set up your timing map. I.E. you won't know where 5krpm and 20psi occurs (as an example). The good news is you can setup your load information and log it while you are still in map based timing to determine where you need to be.
Considering he is a tuner that builds fast cars and the amount this car is getting customized it would be stupid to think this is a daily driver. It's a hobby car that is extreme.
Rich, that is some crazy extensive tuning stuff right there!
Rich, that is some crazy extensive tuning stuff right there!
Looking forward to seeing the results.
Ive tuned RB26's using TPS as a load sorce but I used the TPS load table as a modifier and still used MAP/RPM as the main VE table.