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How will your tune account for the secondary intake ports? I assume that you will set your ECU up to trigger them, but is there something else that must be done?
It will be seen by the MAP but not the TPS?
Thanks man, I'm trying. It's all a work in progress and I have a lot of room to improve myself and the car.
This thread goes over it pretty well. Are you trying to apply this to your own work? I could guide you on that depending on your goals.
The main downside of going DBW Single Blade TB is that you lose the functionality of the Primary/Secondary control via the Factory FC/FD throttle blade system. So my approach was to control the FD Upper Intake Manifold to do just that using the vacuum actuated flappers to control Primary/Secondary airflow.
DBW doesn't really have a TPS, per say. It's Throttle Applied on the Pedal Assembly and Throttle Body Demanded Angle. That curve can be built out to do anything.
I also don't have a single MAP sensor. I'm using what's called Throttle Mass Flow by grabbing data from two MAP sensors, one pre-TB, one post-TB to evaluate transient fueling airflow needs nearly instantaneously via Navier Stokes equation. My car is also comparing MAP vs. BAP (Barometric) and compensating for EMAP which directly effects o2 sensor control. Sounds complex, it's a lot of sensors, but the point is to give the computer as much data as possible and let it do the hard work.
Last edited by RGHTBrainDesign; 09-25-18 at 04:10 AM.
Manifold Design is mocked up. Here's where she will sit. Finally seeing some progress here. Really happy with the results.
22" Total Runner Length from Exhaust Flange to T4 Gasket using the 2.157" ID Sch10 Pipe.
Ignore this angle. The turbo is mounted nearly parallel to the car's body. Might be able to add a bit more height to get that last bit of exhaust manifold runner length too.
Hanging it from the angle iron across the fenders to position it seems like a good way to ensure hood clearance. Nice.
Yes, it was my idea, oddly. I wanted to make sure I had adequate hood clearance as not to destroy the paint and figured, screw it "Tony, do you have any angle iron lying around?". He laughs and said, "You're an idiot, we're not going to use that..." We did, it worked beautifully.
Very nice. Nice and unconvoluted. Im jealous of you LHD boys having all that room to do an equal length symetrical arrangement.
how did you come up with the headef length?
Very nice. Nice and unconvoluted. I'm jealous of you LHD boys having all that room to do an equal length symmetrical arrangement.
how did you come up with the header length?
It's not finalized, but I figured somewhere between 20-28" would be fun to try. We still have to chop down the first piece off the exhaust flange to gain us proper expansion area around the shock tower. Originally I was going to double it over and aim for around 40" in runner, but the engine bay was just too cramped. This worked out perfectly. The idea was simply to contrast the previous design of Ultimate Response/Shortest Runner and strike a balance with the new 321ss Sch10 2.157" ID Pipe. By elongating the exhaust manifold runner, the influence that backpressure has on power up top is less. Simply put, a shorter runner is more likely to have EMAP:MAP ratio become <1 at lower RPM. In an ideal system we'd want a ratio less than 1.0 everywhere, the downside being slower response. On Rotary Engines, due to the Apex Seal and design, we know EMAP is truly one of our worst enemies. So lowered EMAP (backpressure) = a happier system. If the turbo is sized well it may spool and recover slightly slower but the power output mid and high rpm will be massively better (than the shorter runner design).
Excuse the poorly written answer, I'm absolutely exhausted. New 7am-6pm job, spending time at fabrication for a couple hours a day, and prepping Full-Race and a few other companies for SEMA. Things are WILD right now.
Yeah, LHD has a TON of room compared to the RHD guys. Your spark plug changes are nice though! :P
Last edited by RGHTBrainDesign; 10-02-18 at 12:12 AM.
Really guys? Zero support? Zero input? I know the forums are dying, but damn, that's a shame.
The new proposed exhaust system is doing to be dual 3" oval muffler exits into a Y-Pipe single 4" oval that goes over (or under) the axle into the rear muffler which is around 5" x 10.25" x 18".
Sikky Shifter came in. It's incredible. Worth every penny. Bellhousing is cleaned. Clutch Center Hub is getting dropped off tomorrow for Wire EDM to its new input shaft size.
Ohh, and this gem:
No sponsors, no drama, no bullshit. Just badass car design and fabrication.
09-25-18, 01:27 AM
