Hi,

Built and ran a 'DE v3 charged zed since 2010. Lots of headaches, lots of fun, and been through 2 stock motors now.

Thinking to now run a forged setup but doing some searches on here, i'm now considering upgrading the blower while i'm at it. My kit is str8dum1s old kit with Si impeller.

I would like to retain as many engine parts on my car as possible; would it be feasible to do so with this setup, just replace the blower and run a bit more boost?

ID 725cc, Uprev, uprev MAF sensor, Walbro 255, etc…

The blower i'm looking at is V2 Ti Trim. Any thoughts on what some good options could be? - no power goals as such so long as it's over 500ish… and reliable for hard track use. Engine comp still tbd, but thinking 9:5, too low?

Any thoughts or opinions appreciated, esp for people who have upgraded their vortech before - How much power can you run with v2 TI trim?

 

No one knows the limits of the T trim yet, but its been pushed to over 600whp.

 

1. What would need upgrading from a v3 Si blower to a v2 Ti?
2. What is the limits of the Uprev ECU and MAF?
3. What compression ratio is most responsive to run with a v2 Ti blower?

 

1- V3 is self lubricated V2 uses cars oil. So you will need to tap the block and things like that.

2- Uprev is good for what ever you want on a supercharger, I personally maxed out my maf at 361whp, but on a turbo you can get like 400whp or something

3 Higer compression makes the car more responsive but you need better fuel and a better tune.

 

Thank you, i've been speaking to Vortech and a few other dealers who have given me the low down.

I presume i will need to upgrade the intercooler? - What size is best to run with this charger? - need to find some good options which aren't too difficult to mount.

 

Search and Read my threads, it's all hear for you......

 

I just upgraded my FMIC.....still waiting to tune. The intercooler that comes with the kit really shouldnt be pushed past the 3.33 pulley, IAT;s are too high. Looking through the core, it is not very dense and looks as though it is designed for low restriction vs. charge cool.
I went with the 1045, Charles at Gerber Motorsports was able to modify the crash bar and charge pipes to fit the cooler perfectly. Looking forward to a re-tune very shortly.
https://www.treadstoneperformance.co...rcooler++860HP






OldManZ350 has the 12" high version, but for my power goals, the 1045 should do the job.

 

Oh brilliant, that is very helpful. Thanks.

Are you running the V2 Ti Trim? - If so, do you have a build thread anywhere or any info on power your making with it?

 

I am v3 sci with 2.87....sorry.

 

We also don't know the functional limit of the stock MAF. It will continue to read airflow well above 5v, but the ECU is limited to 5.1v internally so that's where it stops reading. Attenuating the signal can squeeze more airflow into the ECU's readable range. It's possible the MAF will read as high as 8 or 9 volts, according to what the mustang guys have been doing for years... That's a lot of airflow. All one has to do is attenuate the signal so that the maximum voltage it reads fits inside the 0-5v scale the ECU uses.

 

Not sure about voltage, but according to experiments my stock MAF maxes out at around 400whp. After that there's no AFR reading.

The question was more on where the Uprev MAF maxes out. I've read on here that it's around the 550 mark but i'm not sure. What would be the solution after that, another MAF or a bigger housing?

 

PMAS has a higher max threshold that the MAF GT and improved crank enrichement calibration than their previous modules...I think the limit on a supercharged setup would be around ~650whp for that MAF....also you can get a larger MAF tube as well...

 

That's the ECU's fault, not the MAF's. The input to the ADC has a 5.1v clamp. Even if the MAF tries to send it higher voltage, the ECU will clamp it to 5.1v to protect the MCU's input line. You'll never datalog anything above that through the ECU because of this.

If you were to datalog a second powered MAF inline that was not connected to the ECU, you would watch its output go well beyond the 5.1v the other MAF gets clamped at. That's the point I'm making- We don't know where it will stop reading. It should remain stable up to the limit of the opamp that drives the output, and considering it's got a 12v power rail, it should read quite a lot of airflow. It could potentially read up to about 10v. If that were the case (and it very well may be, considering the equipment the mustang guys use to do exactly what I've outlined here on their Hitachi slot MAFs), you could use a divider to squeeze that 10v into the 5.1V the ECU will read and tweak the MAF table in uprev to compensate.. Then you have a MAF that reads god knows how much airflow.

I suspect most of the modified MAF sensors on the market do exactly what I'm talking about here, just internally. Instead of paying $350 for a modified MAF, one could accomplish this externally with 50 cents worth of resistors. The only downside is there's no readily available MAF transfer function to just plug into uprev (aside from the one I posted in my thread on this subject in the tuning forum).

I've asked Hitachi about this, but got the standard corporate engineer response of "misunderstanding the question and giving an irrelevant answer."

 

Intercooler is not Square to the Bumper.... loos like it's out about 1/4 to 3/8"

 

Yep...a tad off....I noticed it too, will adjust next time front bumper us off....hopefully not for a while.