Ecu Change
#581
Posted 25 November 2011 - 11:46 PM
#582
Posted 26 November 2011 - 12:04 AM
#583
Posted 26 November 2011 - 01:02 AM
Not certain there, reading this and other articles certainly makes me want to stop putting money into this thing, HP per £ from here on is going to be stupid
Mate, get it on the road and drive the bloody thing!
#584
Posted 26 November 2011 - 09:58 AM
Not certain there, reading this and other articles certainly makes me want to stop putting money into this thing, HP per £ from here on is going to be stupid
Mate, get it on the road and drive the bloody thing!
Funny you sound like my wife
#585
Posted 26 November 2011 - 10:14 AM
#586
Posted 26 November 2011 - 10:29 AM
Do you need a hand with anything, this weekend, Nick?
Ive got my third weekend off in a row! Dont know what to do with myself I could pick up that loom at the same time Nick
#587
Posted 26 November 2011 - 10:33 AM
#588
Posted 26 November 2011 - 10:36 AM
#589
Posted 26 November 2011 - 10:57 AM
#590
Posted 26 November 2011 - 12:46 PM
#591
Posted 26 November 2011 - 03:16 PM
Edited by NickB777, 26 November 2011 - 03:16 PM.
#592
Posted 26 November 2011 - 03:30 PM
#593
Posted 26 November 2011 - 05:25 PM
The last set of figures to come out were 377bhp and 304lbs at 7300rpm on an 80mm pulley. Temp in the dyno area was about 20 C.
Think i will leave it at that, peak power was about 7300rpm, inlet temp reached 60C so realistically if I want more than say 390bhp I would be into some extra cooling of the intake manifold itself as even extra coolant capacity would just delay the inevitable.
Mapping was MUCH easier with the z20let ecu my 470cc injectors worked fine and weren't maxed running 4.5 bar
so all in all VERY please, well done Courtenay :
Curious to your inj. duty cycles, as running the VXR 470's at 4.5 bar pressure (making them ~580cc/min) should getting close to maxing these injectors with 380BHP @ ~12AFR...
Now do and make that thing driveable!!
#594
Posted 30 November 2011 - 04:13 PM
#595
Posted 30 November 2011 - 04:14 PM
#596
Posted 30 November 2011 - 04:23 PM
#597
Posted 30 November 2011 - 05:35 PM
#598
Posted 02 December 2011 - 10:29 AM
An inlet redesign needn't be too costly. If you consider making a casting that is a mount and plenum for the SC mounted low down by the sump feeding into a tubby style CC then into a cast inlet its two new castings. Prototype castings can be done easily enough by lost foam which can by patterned by CAD (if you're handy with CAD) for not too much. The actual casting would be fairly cheap too. Minor facing / drilling etc would see it finished. If you wanted to cast multiple runs then you'd be better going for a wooden pattern and casting in green. It costs a touch more for the patterning though but you could recoup some on selling the set-up. If you pattern it yourself it'd be even cheaper!
Care would be needed with the inlet manifold as boosted charges tend to cause uneven cylinder pressures when the manifold is fed from one end. I'd suggest looking at the inlet on the turbo'd FPA cars....but then I would!
Do it, you know you want to!
The CAD is the easy bit the hard bit is measuring everything it needs to interface with and avoid accuratly enough that you can have confidence that you can make it directly from the CAD model and it will all line up and not clash.
#599
Posted 03 December 2011 - 03:59 PM
#600
Posted 03 December 2011 - 04:20 PM
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