130 replies to this topic

[zebwach]

I thought the main problem was that they are analogue and not digital though?


It was but it looks like there is a solution to convert the siginal that the ECU can read

DG

That is VERY good news!

[rob999]

Did it pass Zach? Glad things are back on track..

[zebwach]

It sure did. Its all tax'd and MOT'd. Iv just got in from a very long gentle drive with the roof off. Absolutly amazing. I had forgot just how much grip these things have through the corners. Tonight has instantly made this whole thing worth while in my mind, I was starting to have some serious doubts and regrets along the way. Just need it mapped now so that I can use some boost!

[siztenboots]

so its still running a K04 turbo , Astra VXR spec

[zebwach]

so its still running a K04 turbo , Astra VXR spec

Nope. I have never had a K04. It went from OEM to an AET (K06) and now to a Garrett. The Garret has been fitted along with inlet and exhaust manifolds. It is ok to drive as long as I dont let it come on to boost. This could potentialy cause it to run lean, which would be bad. The map is still a tweaked CMS4+ map.

[siztenboots]

sorry I missed the Garrett bit on the recap post. what size GT28 or GT30 ?

[zebwach]

It has been so long I have forgoton the exact spec. It is a GT28 though. It is the Garret hybrid that CMS do for their high 300's cast manifold / low 400's with tubular manifold.

[Nev]

Excelent news Zach. Very glad you are finally up and running. Its great to drive a VX even if it is under 3000 RPM !

[zebwach]

I still maintain that the best investment to improve your VX in every way, is to go without it for a while. When you get back in it feels sooooo special, even when driving at normal speeds. I thought that I would be tempted to put my foot down, but im not. It realy isnt worth the risk of causing any damage. Fingers crossed Ill pick her up on the 29th of Feb when I am back from the desert. So excited. Nev, Ill be straight down to bristol not long after that for a long overdue couple of pints.

[Nev]

Yes, come on down. Hopefully all of Nippers new bodywork and wide wheels will have been completed by then.

[Harry Hornet]

Bl**dy Hell, I am just exhausted having read your story, the ups and downs you've gone through...and come out the otherside, considering all I ever do is put petrol in, check oil and coolant levels and kick the tyres once in a while. Have you considered talking to Steven Speilberg in a making a film of your efforts.."The incredible journey, part 2" Have fun and enjoy, I think you deserve a run of good luck. Harry H

[Nev]

I don't mean to be condescending, but I think 98% of people on here simply dont understand whats involved with a major rebuild. There is loads of risk, both for mechanical and financial failure and almost a certainty that it will take a lot more longer than you think. Getting any VX beyond 330 BHP is a proper commitment IMO.

[zebwach]

I agree, I was definitly being optimistic with my projected dates! Although even if I had gone down the simple head gasket replacement at the start, I would have still had to deal with gear box problems.

[zebwach]

Well ladies and gents. I took a 260 mile trip last night to pick my car up from near Manchester. The drive home consisted mainly of two things. The first being "holy sweet mother this is immense". The second being "why was standalone management not my first modification?". It drives like a super charged car in comparison with the 'stage 4' state of tune it was before. Words really can’t describe how smooth and responsive it now is. I didn’t see or get a graph as it hasn’t been fully mapped yet. All is not good though! The penny valve on the hot side of the turbo is suspected to being obstructed by the downpipe, as it is not opening fully. This is causing boost creep. Luckily the new ECU can take this in its stride and has been set to run no more than 10psi and cut power if its goes above this set value. The rev limit has also been limited to 6k just to be on the safe side. The result of this being that the engine is super safe and it will easily be diagnosed once the obstruction is removed. It hasn't had a proper power run yet, but it did make 275bhp at 5k at 10psi of boost. This is very promising as I think it is expected to hold 21psi and over boost to 14psi once finished. It still felt ballistic fast in the early hours last night though! The cable throttle is particularly awesome! The travel is longer and the peddle a little heavier, but it means you are in direct control of the throttle rather than going via the archaic ECU. Absolutely no turbo stall or stutter, just unshakable smoothness! First impressions of noise on DG’s and Dave’s new shiny intake kit were that it is slightly quieter than my previous pro alloy intake pipe. Although I did have the roof off all the way so I’ve not really tested that yet. As far as power benefits go its hard to imagine how it could possibly not help considerably, but the engine hasn’t had to breath hard enough to fully explore this as of yet. For the Mapping I have to thank Chris at EFI parts based in Runcorn Cheshire. So far it appears his knowledge and abilities to overcome problems regarding wiring and engine management programming/working knows no boundaries. The quality of the install of both the ECU and Intake kit is very neat, tidy and OEM looking in appearance. His prices are surprisingly pleasant also compared with other astronomical figures that I have been quoted for the same work in the past. To say that I am beyond happy at the minute is an understatement! TBC….

[Duncan VXR]

Catch up later Zac to work out having a look at that turbo downpipe etc so we can get it back to Chris to get some real power out of it Known Chris for a VERY long time, and one of the nicest geniuine & bloody good at his job guys. Few phone calls with Chris helping him fill some gaps of the VX and LET/LEH features etc and has come good and future conversions a lot easier (got 2 to complete, well after Lukes Audi conversion) one is stock VXR engine setup and other bit more special The pedal as Zac has stated has a touch more travel and will be reviewing this and suspect I will offer a different solution for those not wanting the slightly longer travel but not driven it yet to give feedback and may not be required? Goal for the standalone conversion was of course decent linear power delivery and from speaking to Zac early this morning - mission completed Also got to install the sensors for the reduced in gear boost and TC which I will either do when investigating the wastegate issue or later when time allows There is sooo much power left in this setup and be interesting to see final figures after I have resolved the issue - suspect who made the downpipe have done so in a fashion the wastegate penny is fouling the downpipe and if so remove and tweak so it does not - very poor if this is the case but Zac knows my thoughts on some recent work completed (not by myself) and already sorting out some interesting solutions lol So glad your happy with the conversion Zac and have to get the race logic box on for some real world performance stats with final power graphs also DG

[Nev]

Wow, great to hear that your are rolling again Zach. Temporarily driving with just 270 BHP will be nice, lets you get used to the car again, I know it took me ages to get used to a VX after my project. Changing the down pie shape should be easy enough for an exhaust place presumably, and then back for a full bore remap? 275 BHP at 5000 RPM with 10 PSI is very promising, most stage 4 cars need double that much boost to make the same power Exactly what ECU do you have in there? Presumably its the one that Duncan is keen on and has mentioned in some posts?

Edited by Nev, 09 March 2012 - 11:30 AM.

[Duncan VXR]

Nev I agree after so long out of the car a limited setup for Zac to get used to it again is sensible before the real power kicks in

ECU is Adaptronic and Zac went for the 440 - spec below;

The Adaptronic 440/Select ECU and 2m bare loom package

The 440/Select ECU is the full-featured progression of the 420d model. It is a logical progression of the older e420c model; enhancements include more RAM for future firmware updates, faster proccessing, USB (and RS232) connectivity, a headphone jack for knock monitoring and a list of new firmware features.

Users of the 420c or 420d will be pleased to hear that the 440 uses the same intuitive "WARI" software as before. The 440 will accept map files created for the 420 with only minor additional settings required, therefore upgrading from a 420 is a quick and painless procedure.

Just like the 420, the user can use as few or as many of the ECU features as they want. If you're a novice, don't let the ECU's long list of advanced features put you off! You can simply ignore what you don't need right now and be happy in the knowledge that those features are available should you want them in the future.

Main features include:

• "3D" Fuel and Ignition maps (as on any sophisticated aftermarket ECU)
• Configurable ignition and injection outputs to suit different applications
• Up to 3 VR or digital crank and cam angle inputs
• Inputs for water temperature, air temperature, auxiliary temperature (eg turbo), external Manifold Air Pressure sensor, Throttle Position Sensor, knock sensor, EGO (exhaust gas oxygen)
• Internal MAP sensor suitable for up to 40 psi of boost
• Outputs for four injector groups - allows full sequential injection up to 4-cylinders, or semi-sequential injection up to 8- cylinders
• Outputs for four igniter groups - allows full sequential spark up to four cylinders and wasted spark systems up to 8-cylinders, or any conventional distributor systems
• Eight configurable auxiliary outputs - four of which are configurable as high current outputs, three of which are PWM capable
• Eight configurable digital inputs
• Numerous diagnostic LEDs, including LEDs to indicate trigger input detection and injector/ignition outputs
• 3.5mm headphone jack for listening to knock
• PC interface via USB cable
• Field upgradeable firmware
• Datalogging via 'WARI' PC software
• Free support by forum, email and phone
• 12 month 'return to base' warranty

• Adaptive fuel control - with configurable tolerances and loop gains, and conditions under which adaptive behaviour takes place
• Narrow-band (factory EGO sensor) closed loop fuel control
• Flex Fuel control (requires fuel composition sensor to be fitted)
• High current programmable outputs - allows direct drive of solenoid valves for boost control, air bypass etc
• Special function programmable outputs - allows control of anti-pollution purge valves, air conditioners etc
• Open-loop and closed-loop idle bypass control - allows configuration of increased idle bypass amount based on low battery, electrical load, air conditioner, as well as correction based on RPM, optional ignition timing control for idle speed regulation
• Programmable for many different crank/cam angle sensor waveforms
• Open-loop and closed-loop boost control
• Dual closed-loop variable valve timing (VVT) channels
• Traction control and launch control (2 step)
• Boost control by gear (gear detection inbuilt)
• Pit lane speed limiter
• Dimensions, excluding mounting tabs - Width x Height x Length (mm) is 102 x 32 x 125
  
  
  Rear panel with OEM quality connectors:
  
  
  Included 2m long bare ended loom:
  

[MrSimba]

Glad to hear its finally all back together Zach! Sounds immense!!! Can't wait for a pax ride in it! DG where do you get all your time from to do all these projects and do them so well?!!!!

[Duncan VXR]

Long long days everyday and juggle a lot ;-)

[zebwach]

Cheers guys. Im excited to see what happens when the penny valve is sorted. If he can make it drive so nicely when given faulty hardware, it should be quite special when its fully healthy. Mrsimba. Fingers crossed ill make the next midlands meet. If the petrol prices dont go up any more that is!