What Engine for 500BHP
Discussion
turbonutter said:
There are pro's and cons with removing the turbo
To be fair...I can't think of any pro's to such an approach, other than having a handy adaptor should a turbo fail which would let you keep driving after fitting it.From a mapping perspective, it makes little sense really.
turbonutter said:
Might have to rethink the no turbo aproach then. I was thinking that It would be easier to set up the base map and all the functions like knock, without worrying about the turbo spooling up....
The turbo is an integral part of your setup. Mapping without it fitted is just strange.If you are concerned about boost or too much boost. Either dont put your foot down as far, or install the softest wastegate spring for now.
Either way it isnt a problem. It needs mapped with the turbo fitted one way or another. It's just wasting time and money paying someone to map a totally different configuration only to need it all done again.
I've only ever run "without the turbo" for one reason, and that's for initial running in with a fresh engine, where i was worried about oil contamination. After an hrs running, i change oil and put the turbo on, initially just jam wastegate open if you are worried, but don't map anything like that, as the exhaust restriction and tuning will be completely wrong!
Engine fired up yesterday, would have been sooner, but had an issue with the trigger. AEM forget to mention that the cam & crank signal cant occur at the same time.... which of course is exactly where the did on my engine. Crank pickup moved and engine fired up
http://vid1086.photobucket.com/albums/j446/turbonu...
Couple of weeks & it will be off to the rolling road...
http://vid1086.photobucket.com/albums/j446/turbonu...
Couple of weeks & it will be off to the rolling road...
turbonutter said:
Engine fired up yesterday, would have been sooner, but had an issue with the trigger. AEM forget to mention that the cam & crank signal cant occur at the same time.... which of course is exactly where the did on my engine. Crank pickup moved and engine fired up
http://vid1086.photobucket.com/albums/j446/turbonu...
Couple of weeks & it will be off to the rolling road...
Strange they dont allow it. A lot of ecu suppliers will say they dont like that to happen, but certainly would refuse engine operation because of it.http://vid1086.photobucket.com/albums/j446/turbonu...
Couple of weeks & it will be off to the rolling road...
stevieturbo said:
I think that would be more down to the people attempting to tune it...
I'm 99.99% sure that is not the case, and Haltech can have the phase/home trigger in a variety of locations.
I had a big problem with my car not revving past 4000rpm at one point, the problem was eventually traced to the cam belt having jumped a tooth.I'm 99.99% sure that is not the case, and Haltech can have the phase/home trigger in a variety of locations.
Looking at the scope trace, the crank signal was right on the edge of the cam signal & above 4000 rpm it just passed outside of the cam signal window & the engine cut. Moved the cam back 1 tooth & the crank signal was dead centre of the cam signal & no more problems.. Haltech confirmed to me that the signals have to happen at the same time.
So for the ECU I had they need to occur together.......
Well I guess after 6months its about time to update this thread!!
I did map the car without the turbo, and just an elbow installed in its place, that was back in december & it came out with 220BHP, which wasnt too bad considering it was a low compression engine and was sucking through the charge cooler...
A couple of weeks ago it was back on the rollers with the turbo fitted and the NA map hardly had to be touched, a couple of tweaks here and there, but in the main it was correct. The AEM ECU takes care of the extra fuel needed for the boost internally. Most of the session was spent fine tuning the boost control.
One thing that did show up on the logging is that the exhaust back pressure exceeds the boost pressure, once the boost is above 0.9bar, I wasnt looking for big numbers with this session, so we left the boost at 0.9bar, which is plenty for now. 475BHP and 400lbft. I dont have the graph to post, as I only have a paper copy and that is in the car, while i am back at sea...
Of course just before I left the Clutch went, so as usual I will have to fix the car when I get home, before I can drive it.
Not sure what happened with teh clutch, as its an engine out job to check & I didnt have time, but an initial look, found that the driven plate closest to the engine isnt connected to the gearbox input shaft anymore. So either the plate or spline has failed.........
I did map the car without the turbo, and just an elbow installed in its place, that was back in december & it came out with 220BHP, which wasnt too bad considering it was a low compression engine and was sucking through the charge cooler...
A couple of weeks ago it was back on the rollers with the turbo fitted and the NA map hardly had to be touched, a couple of tweaks here and there, but in the main it was correct. The AEM ECU takes care of the extra fuel needed for the boost internally. Most of the session was spent fine tuning the boost control.
One thing that did show up on the logging is that the exhaust back pressure exceeds the boost pressure, once the boost is above 0.9bar, I wasnt looking for big numbers with this session, so we left the boost at 0.9bar, which is plenty for now. 475BHP and 400lbft. I dont have the graph to post, as I only have a paper copy and that is in the car, while i am back at sea...
Of course just before I left the Clutch went, so as usual I will have to fix the car when I get home, before I can drive it.
Not sure what happened with teh clutch, as its an engine out job to check & I didnt have time, but an initial look, found that the driven plate closest to the engine isnt connected to the gearbox input shaft anymore. So either the plate or spline has failed.........
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