IPO is allready making fun of your "small" turbo in the US3S thread.
Sigh...

BTW, I might be interested in your turbos after they have been rebuilt.
However I probably won't be able to buy them for a few months after I graduate in December.

Jason

yeah. GT55 next.

I still have to send the turbos out to be rebuilt. then I'll start looking for buyers... It'll be a while with all the crap going on around here.

Anywho.

I believe that I typically run about -17 to -18 in hg vacuum. I have to pick a spring for the tial BOV. 9 psi spring for -15 to -17 in hg or 11 psi spring for -18 to -21 in hg.

wtf. which spring do I want? Is it that big of a deal? I really hate compressor surge at this point in my life.

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Get the higher sping otherwise the BOV will always be open at idel (and you get unmetered air in after the MAF).

The lower psi spring is for guys who run cams. Because the cams make the valves stay open longer, there is less vacume.

ah. this makes sense.

See. I told you I didn't need fundamentals.

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Tial told me to use the 11 psi spring.

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'94 vr4- Now with extra slowness

ha. shows what you know. Nooby McNooberson.


oh, wait. That's the spring we decided was correct. nevermind.

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Tial BOV came in last night. still waiting on intercooler piping, intercooler itself, and the three into one collectors for the headers.

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Want my help pulling the front bumper? I'm going to be heading up there soon to visit family.

front bumper has been off for about a week and a half. sorry. I didn't think that was a big enough deal to post about.

The car as it sits has everything off that needs to come off, minus the wiring for the starter. we are thinking about moving those do to heat. we do not want to melt stuff.

thanks for the offer though. I'll take you up on it next time the car is in my garage so we can finish the brake lines.

Or pull the tranny and fix the press in seal.

I was gonna do that once it made it to my uncles shop. right now it's by Matt's place. (The guy that welded your intercoolers.)

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Somebody check my math...

680 hp / 6 cylinders = 113.333333

113.333 hp/cyl * .5155 BSFC = 58.42333 lb/hr

58.42333 lb/hr / 0.80% DC = 73.029 lb/hr

73.029 lb/hr * 10.2 conversion factor = 744.897cc/min

So I'll need 745 cc/min fuel injectors?!?


and there will be 6 flowing 745.

so that's 4470 cc/min,

4470cc/min / 1000 (to get to liters) - 4.47 L/min
4.47 L/min * 60 (to get to hours) = 268.2 L/hr

my supra pump is rated for 310 L/hr at 14V. So, My pump should be good, assuming I'm getting around 14 volts back there? Cause the DR website claims 600 hp rating. This may be assuming that the pump is seeing less than 14 volts? I would believe that this would also be around 43 psi base fuel pressure, but I don't know that for sure.

I guess I should also look into fuel line sizes and see if the stock lines are still sufficent?



Also, I don't think this turbo will see 680 hp. But it is what precision rates it at, so I suppose that is where I should start swinging the fuel injector bat from. I'd bet I'll be luck to see 600 hp at the crank.

.5155 BSFC I got off from 3si from one of Trevors posts, because while his way of dealing with timing control may be ass-backwards, he does have hella more time and experience with this motor than me.

I'm either gonna fry a piston, or blow a head gasket with this thing...

Anything else fuel related that I'm forgetting?

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If you're going with that high of a fuel injector, the e-manage may not be the best idea for fuel control. I know you said you were going AEM, but I also remember you saying you wanted to stick with the e-manage for a short period of time. We can try if you'd like, but I don't think we'll get an impressive tune by retarding the timing 5 degrees or whatever to lessen knock.

The 310L/hr pump is rated at 14V and 60psi.

With a base pressure of 38psi, that only leaves you with about 22psi max you can run with the turbo before you start going beyond the limits of the pump. Not to mention, you're going to try an force that thru the stock fuel filter & FPR...

If you're going with that high of a fuel injector, the e-manage may not be the best idea for fuel control.

GTFO MY EMANAGES!!!

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i was planning on running the 550s with the emanage. i would not upgade fuel injectors until the standalone was ready to be hooked up also, because, as you have said, it will most likely be a shitty way to tune.

the 550s, maf, ecu, and emange will all get tossed at the same time.



So what are you trying to tell me.

new AEM or AN type highflow fuel filter? Do-able.

New fuel pressure regulator. Do-able.

Should I Y it before the fuel rails and then y it again afterwards to give the same flow to both banks? I think this would be a good Idea as long as I'm in there.

will the stock feed and reutrn lines work... I would think they'd be able to handle it. We had the 550s at over 100 percent. if not, it can always be changed later if we can't richen up the tune more...

So is a new fuel pump in my future, or a boost a pump...?

Or should we change the injectors, filter, y the feed and return lines, and see where we get.

I kinda like that option.

btw... injector math about right?

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I thought BSFC was .6+ for f/i.
The emanage can correct up to 150% which would be about 900cc's.
I would try to get it running with the e-manage and do some logging to get some base values for IPW.

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'94 vr4- Now with extra slowness

actually it should be able to correct past 150% if you lie about the injector size, and then use the fine tuning to mess with it more.

in theory...

but I don't think Greg was worried about the "will it work part" as much as the "how well will it work with out making an @$$load of knock from timing advance."

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