injectors

11.7.1 afr is fine ive noticed some of the quickest gt turbos run high 11s afr and im sure andy cooke advised someone to run around 11.8,im getting the calipers done in the next week or so and hopefully going to the rolling road where lee is going so i will see what it gets then

er, Renault 5s run 11's because they run this state of the art, super accurate device called a carburettor.... ..and a R5 running 20psi plus would run rich to be on the safe side...seeing as the two outer cylinders run leaner than the inside...

You asked for advice, I won't bother from now on....

Martin,what is so bad about the stock Delorean intake?

I was considering using a modified intake manifold on my SC setup!!!

Use the Z7X inlet manifold, its far better than anything else, though you will need to weld in the core plugs on the base of the manifold for use with boost.

Thanks for the advice DG, it will all depend on where i will be able to locate the SC!!!

11.7.1 afr is fine ive noticed some of the quickest gt turbos run high 11s afr and im sure andy cooke advised someone to run around 11.8,im getting the calipers done in the next week or so and hopefully going to the rolling road where lee is going so i will see what it gets then

er, Renault 5s run 11's because they run this state of the art, super accurate device called a carburettor.... ..and a R5 running 20psi plus would run rich to be on the safe side...seeing as the two outer cylinders run leaner than the inside...

You asked for advice, I won't bother from now on....

i thought you might put that,ive also spoke to someone else who runs a very quick skyline self built and mapped he reckons the ideal afr is between 11.8 and 12.1 i am not trying to prove you wrong all the time dave its just that what ever i fit to the car you say it wont work like the dasktec for example you said it wouldnt stand a chance controlling bigger injectors but my car runs perfect

You have 260bhp with a huge turbo, dastek, big injectors, a charge cooler, 3" down pipe, tubular manifolds, modified air intake, boost controller, custom exhaust and external wastegate.......so something isnt doing what it ought to! I managed that with much lower spec....you really need a 2nd opinion on what youve done because the only person losing out is you!!!

eh what are you on about peter maybe you should change your name to the wizard as you seem to know everything,right the manifolds,3"exhaust system will come into its own when big boost will be run like dave said cossies need a 3" system for over 280bhp for some reason i seem to think you have a chip on your shoulder peter

my Alpine days are over for the minute , I have nothing to gain or loose, but youve spent a lot of time and money and your results arent great considering. You seem hell bent on defending the people who have tuned your car without question, despite spending all that money and not getting the results. I really really expected big things when you went on the RR this time round and it hasnt happened and I cant believe you dont want to get a 2nd opinion or find out why. Tony managed over 250bhp years ago with a turbo, exhaust, chip and chargecooler alone.

i thought you might put that,ive also spoke to someone else who runs a very quick skyline self built and mapped he reckons the ideal afr is between 11.8 and 12.1 i am not trying to prove you wrong all the time dave its just that what ever i fit to the car you say it wont work like the dasktec for example you said it wouldnt stand a chance controlling bigger injectors but my car runs perfect

All engines are different and the Skyline engine is one that "liks" to be fuelled for best results. It's a "cuk it and see" situation with what we're doing with PRV's, because it hasn't been done much yet.

If Peter or Dave are happy to give the map from Peter's old car, and you buy an Adaptronic loom, I'll be happy to lend you an ECU and help wire it in for you just to see if it works for you. No win no fee Of course if it gets fabulous results, you'll have to go to Dave for an ECU

I am with the "new ecu" camp I'm afraid. After all, Tony got over 300hp from what is basically a standard A610 engine which "only" put out 250 as standard on 12psi. The difference will be in the ignition map, and while you can adjust the trigger (the equivalent of turning the dizzy around on an atmo engine, this approach is risky, you can get lots more torque in one bit and loads of det in another part of the map. Of course you do have a knock sensor as standard....

s'cuse typos...

am not trying to prove you wrong all the time dave its just that what ever i fit to the car you say it wont work like the dasktec for example you said it wouldnt stand a chance controlling bigger injectors but my car runs perfect

Not a dig, but it isnt is it...you have the biggest turbo I sell, tubular manifolds of a bigger bore, no restriction on the exhaust side as your running a 3" downpipe, 3" directly out of the back of the turbo, and an external wastegate, chargecooler, big injectors, uprated fuel pump, more boost than everybody else and controlled by a sophisticated boost management, yet its 260bhp, and the same torque as a standard GTA turbo running 14psi.

Pete acheived 285lb/ft of torque when he fitted the chargecooler on the STANDARD ecu running 14psi running 12.5:1 ....so explain how yours is less than that?...either too rich, or the people mapping it have gone backwards, or the ignition retard is kicking in on the original ecu (which Ive said countless times the piggyback cannot work around)....Is the Dastek doing a good job of controlling the injectors?, only an AFR plot will tell, as for all I know its running rich at idle and part throttle...

Maybe the charegcooler isnt doing its job as well as it should as its fitted in a different place to everyone else...

Just for a note, and I don't think I ever mentioned this before, Pete once fitted his 219cc injectors on the standard ecu (and thats only a small increases over the original 191'cc's) and lost nearly 30bhp on the rollers due to running too rich.

There is no 'perfect' AFR, it depends on the engine, boost, setup etc. For max power you want as lean as possible but as safely as possible. A 'big power' engine will run 'richer' than desired, thats obvious....

RE these manifolds - did they make any difference and how much did they cost - thats definitely the restriction on my engine so they might help.

am not trying to prove you wrong all the time dave its just that what ever i fit to the car you say it wont work like the dasktec for example you said it wouldnt stand a chance controlling bigger injectors but my car runs perfect

Not a dig, but it isnt is it...you have the biggest turbo I sell, tubular manifolds of a bigger bore, no restriction on the exhaust side as your running a 3" downpipe, 3" directly out of the back of the turbo, and an external wastegate, chargecooler, big injectors, uprated fuel pump, more boost than everybody else and controlled by a sophisticated boost management, yet its 260bhp, and the same torque as a standard GTA turbo running 14psi.

Pete acheived 285lb/ft of torque when he fitted the chargecooler on the STANDARD ecu running 14psi running 12.5:1 ....so explain how yours is less than that?...either too rich, or the people mapping it have gone backwards, or the ignition retard is kicking in on the original ecu (which Ive said countless times the piggyback cannot work around)....Is the Dastek doing a good job of controlling the injectors?, only an AFR plot will tell, as for all I know its running rich at idle and part throttle...

Maybe the charegcooler isnt doing its job as well as it should as its fitted in a different place to everyone else...

Just for a note, and I don't think I ever mentioned this before, Pete once fitted his 219cc injectors on the standard ecu (and thats only a small increases over the original 191'cc's) and lost nearly 30bhp on the rollers due to running too rich.

There is no 'perfect' AFR, it depends on the engine, boost, setup etc. For max power you want as lean as possible but as safely as possible. A 'big power' engine will run 'richer' than desired, thats obvious....

if i had an adaptronic and the charge temps were to high wouldnt that retard the ignition aswell though?if anything the car runs lean on idle and part throttle what about the sticking caliper that could give a false reading on the dyno? as soon as the car is driveable i will book it in at motorscope for a power run and see what they say

What will make a big difference is the sticking caliper. Without rectifying that you'll never get an accurate figure - you could easily be into a loss in double figures.

Aherm

You can tell if the sticking caliper is doing anything just by looking at the drivetrain losses on your current dyno plot. What are they?

if i had an adaptronic and the charge temps were to high wouldnt that retard the ignition aswell though?if anything the car runs lean on idle and part throttle what about the sticking caliper that could give a false reading on the dyno? as soon as the car is driveable i will book it in at motorscope for a power run and see what they say

Nope, the original ecu retards LOTS when it senses high air temps and dumps extra fuel in. You can't 'map' around this with the Dastek, as the piggyback doesnt know it is doing it. If you did map the Dastek to lean it off in this scenario, then on the road it will run really lean, hence the disadvantage of piggyback units..

On the Adaptronic, you decide what you want the ecu to do, you can have no retardation if you want...