243 replies to this topic

[smiley]

With your current green lsj inectors having EV6 connectors, it means you also have to convert the connectors to EV1 to use the blue vxr's. 

Edited by smiley, 16 August 2016 - 12:50 PM.

[Jocke_D]

Yeah your lucky if you get 6500 rpm on the lsj injectors with standard pulley Get the blue Vxr injectors they should see you better If your car has forged internals ie more than stage 2 you need to start looking at Siemens 630

 

I got up to 90% on ful throttle at 6300-6400. I have a slightly bigger pulley from standard, 3.4".

Would like to rev some more so a change is up and the blue VXR seem spot on.

Forged will come later on. Not this winter, perhaps next one.

 

 

With your current green lsj inectors having EV6 connectors, it means you also have to convert the connectors to EV1 to use the blue vxr's. 

 

Aha, good point. Thanks.

 

 

 

 

Smiley showed me that CMS has a good price on a set of new blue VXR. Thanks for that!

 

Beeing a cheap bastard I poked around on eBay a bit and found a new set from a bloke that wanted £100 for what looks to be exactly what you get for £126 from CMS. Not a huge save but every krona counts

So now the waiting game starts...

[Jocke_D]

With your current green lsj inectors having EV6 connectors, it means you also have to convert the connectors to EV1 to use the blue vxr's. 

 

 

Should I look further or just go with these => http://www.ebay.co.u...bsAAOSwr0ZXN2zi  ? 

[techieboy]

I think you might struggle for space if you use those adaptors along with the original plugs - it's pretty tight below the fuel rail and there isn't much room for manoeuvre between the head and the supercharger body. We've all just replaced the EV6 plugs with an EV1 plug. If I were going to use an adaptor, I'd try these http://www.ebay.co.u...CK/111997713721 as they're more flexible space wise.

[Jocke_D]

I think you might struggle for space if you use those adaptors along with the original plugs - it's pretty tight below the fuel rail and there isn't much room for manoeuvre between the head and the supercharger body. We've all just replaced the EV6 plugs with an EV1 plug. If I were going to use an adaptor, I'd try these http://www.ebay.co.u...CK/111997713721 as they're more flexible space wise.

 

Another good point. What would I do without .org

 

So you're asying I'd better cut the wires and replace my connectors on the loom with some EV1?!

 

My future plan is to get even more power and therefore change injectors again. What connectors do the bigger ones use? Is there some benefit in keeping the EV6 plugs ?

[smiley]

No, not cut the wires.

Techie says that there is limited room to squeeze in the small adaptors you linked, hence the "extention cable" version he linked.

All bigger injectors are EV1.

Only the oem and green lsj ones are EV6.

 

Only benefit in keeping the EV6 originals, is if you ever need to revert the setup back to NA, and want it to look as oem as possible.

 

Edited by smiley, 17 August 2016 - 08:15 AM.

[Jocke_D]

No, not cut the wires.

Techie says that there is limited room to squeeze in the small adaptors you linked, hence the "extention cable" version he linked.

All bigger injectors are EV1.

Only the oem and green lsj ones are EV6.

 

Only benefit in keeping the EV6 originals, is if you ever need to revert the setup back to NA, and want it to look as oem as possible.

 

 

 

Ah, sorry. spoke about two things at the same time. My bad

 

Two options

A) use the adaptors with cables between connectors that techie linked to to get more space rather than the ones I found with a single "connector body" that takes more room.

Cut the wires and replace EV6 plugs with EV1 plugs.

 

So the conclusion here is that it is best to cut the wires and get EV1 plugs ?!

[smiley]

There is no "best", only personal preference.

The result is the same.

 

[Jocke_D]

Yeah. You are probably right

 

Since my preference is to keep component count as low as possible to avoid faults and try to keep the installation as "clean" as possible I'll cut some wires and replace the connectors.

 

[Jocke_D]

Got a chance to do a corner weight yesterday. A couple of friends of mine (brothers) are racing in the swedish Legends cup and bought a corner weight kit. Very good of them

 

This is the result with almost a full tank without driver.

 

And this is with some 100kg of flesh (me ) in it.

 

 

What is the experts verdict, other than I need to go on a diet and exercise more

Oh! Almost forgot. I actually had a sports bag in the trunk with badminton stuff in it. Guessing it weighed some 2-3kg. I am doing some exercise...

 

 

 

Got the new injectors in the mail late last week by the way. Will try to fit them later this week. Next TD is coming up quicker than expected as usual.

 

[Jocke_D]

Did my first power runs yesterday

 

What do you think?

I'm really pleased 'cause I got roughly what I expected. The average from about 10 runs was 231hp@6179rpm and 268Nm@4027rpm.

 

Strange thing was that inlet temps never went above 50. I had expected it to go way higher after so many runs (incuding warm up). I guess they will rise a whole lot more when on track.

[Exmantaa]

A bit early cut-off for a Stage 2, but very flat torque...

Was it fully learned in and driven for some time before you performed these runs? (Check the learned fuel trim in the high rpm zone.)

 

I see several runs there that keep power till the rev limiter, so for a max-max power graph you can delete the early drop-off runs from this graph.

(OBD tab Power Measurement > Modify current loaded > select a run # to delete. With the pointer you can see which line is what in the graph. And take note that OBD changes the numbering after deleting a run...)

[Jocke_D]

And by cut off I take it you mean rev limiter?!

With this limit I get some 90% duty cycle. Will change to bigger injectors asap, have them sitting in a box at home. Peter thought 7000 rpm would be ok after the swap.

 

It was driven one TD and some daily use before the power run so I hope that was ok (?).

 

I did delete the runs that was to shaky. I am not after "pub numbers" so thought the most number of runs was best to get a good statistic value. I did run into the limiter every run but perhaps I did treat the clutch/throttle a bit differently between runs and that is what is showing around 6300rpm ?

 

Compared numbers with my MMG stage2 turbo friend and he has 258hp and 378Nm. How come the turbo guys get so much more torque?

[Jocke_D]

Should point out that I am on 410cc injectors, a 3.4" pulley and only two ear rads at the moment.

 

I deleted the runs that looked like I did not hit the limiter and got the same torque but power increased to 240hp@6369rpm

 

I don't care that much about absolute numbers but want a stable way of doing power runs. Which is more accurate?

[Jocke_D]

I'm still learning. Does this look good???

What are we actually looking at?

 

 

The 9.1% does stand out a bit Should I be worried?

[CHILL Gone DUTCH]

It shows your fuel learn is a bit lean and the fuel trims are adding fuel Ideally you want to be between -5% and +5% I have seen them as high as 20% I don't think it's detrimental but a fuel learn would be better

[Jocke_D]

Thanks for the input.

Have looked at the fuel trims but wasn't sure what the numbers mean

 

I'm still on the base map from Peter. I'm about to swap for bigger injectors and will try a fuel learn after that.

[Jocke_D]

Got a couple of hours in the garage yesterday

 

Swapping the plugs for the new injectors was pretty straight forward once I mustered (?) the courage to cut the wires. Finding the allen T-handle I lost down the engine bay took about half the time 

 

Then it was time for my first ECU change with OBDTuner. Was pretty nervous since it was the first parameter change for me. It was just as easy as I had hoped. Changed the injector kind, raised the rpm limiter to 6800rpm. Was a bit scared to go full out to 7000 before I measured the DT of the new injectors. Car started just as fine as before and took off for a log. DT is never over 80%, even at 6800rpm so I guess I'll go for 7000 asap

 

Here's the power run from last night compared to the last one before the injector swap. I have not yet done a fuel learn and the car has not had a chance to adjust fuel trims. Very pleased with the look of it. What do the experts say?

 

 

I'm convinced I keep my foot down until the limiter stops the fun. How come it looks like I let go at around 6600rpm. The last run I did looked the same in about half of the pulls. Why?

 

 

Now for a tricky one.

On the last TD it felt like I had far from full power the first two stints but in the third the car was much more alive.

Then yesterday, during the first pull, it suddenly felt like something happened and power increased drastically. I was accelerating flat out and suddenly it felt like I went from 50% throttle to 100% and the car took off even more. What could this be? Throttle butterfly sticking? Charger bypass sticking?

 

[smiley]

Looking good.

Do some more fuel learning, as the new injectors do not have to work so hard, and that needs to be learned. As for the 6600 to 7k, there are a lot of obdtuner people suffering from that. One of the biggest mysteries out there.  

[CHILL Gone DUTCH]

Remember when you start the car never touch the throttle as this can cause non full throttle issues when driving A good fuel learn will always help with things and will improve your duty cycle if it's running a bit rich Which it sounds like it might be as the quicker you go the more it feels alive