changing transition point with the datalogit
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omgwtfposlol
Joined: Dec 2002
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From: Orange City, FL
changing transition point with the datalogit
not sure which forum to put this in since its about the pfc but also about the subject specifically.
after looking around at the datalogit software i see there is a place where you can alter the turbo transition. but i've never heard anything about this anywhere.
does it work? does anyone use it? anyone played with it any? seems like a really badass function if it works. you could ajust the transition to come on earlier and the detransition to happen lower than 3k (after you've gone twin). or you could, well, you get the idea...
after looking around at the datalogit software i see there is a place where you can alter the turbo transition. but i've never heard anything about this anywhere.
does it work? does anyone use it? anyone played with it any? seems like a really badass function if it works. you could ajust the transition to come on earlier and the detransition to happen lower than 3k (after you've gone twin). or you could, well, you get the idea...
1JZ powered
Joined: Jul 2001
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From: Where there's only two seasons, hot and wet! I love Okinawa
I'm pretty familiar with the datalogit software but have never heard of the "turbo transition". I know that there is an injector transition. Can you do a screen shot of what your talking about?
Rebreaking things
Joined: Jun 2001
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From: 1 foot in Boston 1 in NJ
It's menu A-3. more info is on my site at:
http://www.carlisiworld.com/ccarlisi...3/interest.htm
http://www.carlisiworld.com/ccarlisi...3/interest.htm
Lives on the Forum
Joined: Dec 2001
Posts: 14,716
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From: San Lorenzo, California
The problem is, the values are not independently adjustable. If you lower the transition (which is not an automatically good thing, actually), then the rpm that the car stays in twin mode gets lower too.
I too get very annoyed with that fact. It's gotten to the point where it's a habit to kick in the clutch to momentarily drop revs below 3000 rpm, after I merge on a highway or whatever.
particleeffect: If you lower the "detransition" point, you will always be running in non-sequential. This would suck, even at the track. Personally, after experiencing how slow the turbos spool up and how little grunt there is below 4000 rpm, I don't understand why anyone goes non-sequential. At least on cars without a full exhaust and streetport.
I too get very annoyed with that fact. It's gotten to the point where it's a habit to kick in the clutch to momentarily drop revs below 3000 rpm, after I merge on a highway or whatever.
particleeffect: If you lower the "detransition" point, you will always be running in non-sequential. This would suck, even at the track. Personally, after experiencing how slow the turbos spool up and how little grunt there is below 4000 rpm, I don't understand why anyone goes non-sequential. At least on cars without a full exhaust and streetport.
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Thread Starter
omgwtfposlol
Joined: Dec 2002
Posts: 862
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From: Orange City, FL
hehe, yeh i've never driven nonseq and since my car is on the stock ecu with a street port right now i have the secondary turbo set to basically full open waste gate so i can't even remember what "detransition" was really like. god i can't wait for a pfc.
i guess the function is more of "being able to do it" then "doing it", still cool. maybe a 5000+ 3500- would help things but on a street port that might be really wasting air flow when you could be spooling 2 turbo's for ~500 rpm.
i guess the function is more of "being able to do it" then "doing it", still cool. maybe a 5000+ 3500- would help things but on a street port that might be really wasting air flow when you could be spooling 2 turbo's for ~500 rpm.
Rotary Enthusiast
Joined: Dec 2001
Posts: 1,252
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From: Sunnyvale, CA
Has anyone figure this out? I hate this to happen during autocross...
Coming into fast turn at 7000rpm, brake to make turn rev at 4000rpm, then you have a straight, the car would just sit there and grunt with no boost!
Anyone?
Coming into fast turn at 7000rpm, brake to make turn rev at 4000rpm, then you have a straight, the car would just sit there and grunt with no boost!
Anyone?
PV = nRT
Joined: Jan 2003
Posts: 2,250
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From: New Zealand (was California)
Originally posted by rynberg
The problem is, the values are not independently adjustable. If you lower the transition (which is not an automatically good thing, actually), then the rpm that the car stays in twin mode gets lower too.
I too get very annoyed with that fact. It's gotten to the point where it's a habit to kick in the clutch to momentarily drop revs below 3000 rpm, after I merge on a highway or whatever.
particleeffect: If you lower the "detransition" point, you will always be running in non-sequential. This would suck, even at the track. Personally, after experiencing how slow the turbos spool up and how little grunt there is below 4000 rpm, I don't understand why anyone goes non-sequential. At least on cars without a full exhaust and streetport.
The problem is, the values are not independently adjustable. If you lower the transition (which is not an automatically good thing, actually), then the rpm that the car stays in twin mode gets lower too.
I too get very annoyed with that fact. It's gotten to the point where it's a habit to kick in the clutch to momentarily drop revs below 3000 rpm, after I merge on a highway or whatever.
particleeffect: If you lower the "detransition" point, you will always be running in non-sequential. This would suck, even at the track. Personally, after experiencing how slow the turbos spool up and how little grunt there is below 4000 rpm, I don't understand why anyone goes non-sequential. At least on cars without a full exhaust and streetport.
Given every oppurtunity when the subject is compatible, you make a point of expressing such hatred towards non-sequential. Why is this?
I don't understand why anyone keeps an antiquated over-complexified unreliable mass of turbo control system on their car when they can learn to just drive *differently* and be just as satifisied, if not more.
P.S.: When are we going to get together?
Lives on the Forum
Joined: Dec 2001
Posts: 14,716
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From: San Lorenzo, California
Originally posted by clayne
An old post of yours, sure, but...
Given every oppurtunity when the subject is compatible, you make a point of expressing such hatred towards non-sequential. Why is this?
I don't understand why anyone keeps an antiquated over-complexified unreliable mass of turbo control system on their car when they can learn to just drive *differently* and be just as satifisied, if not more.
P.S.: When are we going to get together?
An old post of yours, sure, but...
Given every oppurtunity when the subject is compatible, you make a point of expressing such hatred towards non-sequential. Why is this?
I don't understand why anyone keeps an antiquated over-complexified unreliable mass of turbo control system on their car when they can learn to just drive *differently* and be just as satifisied, if not more.
P.S.: When are we going to get together?
I'll live with the small idiosyncracies of the sequential setup to enjoy the benefits. I don't run a midpipe (stock cat actually) and I don't have a streetport, both of which you need to make non-sequential more livable. And that's not just my opinion, I've heard from several non-seq guys that you really need a midpipe/streetport to enjoy non-seq.
I don't know when we'll get together. I'm getting an alignment tomorrow, work done on the car Saturday, and may go to the NASA auto-x out at Altamont Pass on Sunday morning. http://www.geocities.com/nasa_autox/2004/nasa-1.html
Tyler
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omgwtfposlol
Joined: Dec 2002
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From: Orange City, FL
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