Tim, I don't recall feeling any pills in the precontrol line on the J-spec twins.

 

Any luck posting the dyno sheet?? Otherwise, Can you bring it to the poker run??

Thanks tim.. I very interested in seeing how you did..

 

Tim, The 99s have the restriction cast into the nipple boss. I've seen it with my own two eyes on my '99s, and then drilled them out (well the wastegate side anyway), and then had pills put back in as I played with different boost controls. I'm now running the PFC boost control with the replacement pills in place.

 

You can usually download the files from the web. This is what I do for all my HP equipment. Always best to have the latest software/drivers...

 

i got the device driver and scanned it in, but the forum is acting weird, timing out, can't find server, etc. I'll try again tomorrow to upload. If anyone wants and e-mail with it attached PM me.

Tim

 

Tim e-mail to me. Sent you a PM. I'll even host it.

 

What kind of porting do you have? A large street port is supposed to increase airflow about %15 or so, but I know that the twins exhaust manifold would bottleneck that figure.

 

no porting, stock engine

 

 

good job Tim

 

about the graph for some added info. I'm trying to figure out the primary drop off. What it sounds like is the precontrol is kicking in early and venting boost. I've dropped the boost level for it from 1.0 to .95 and lowered the duty cycle and that has helped some. Any other ideas since I think Manny is having a similar problem with his 99 turbos and the PFC.

Also, not sure what is causing the boost to fluctuate at transition and also take longer to build boost. Again, on the 334 run, my secondary was .9 and a tad bit higher duty cycle and it hit .98 cm/kg2. On the 363 run it was 1.0 and a couple of numbers lower. Boost after transition was stable at 1.0.

At 2 points on the graph, I played around with timing split in order to see what it does. After transition, from 4800 to 5200 I used a split of 6, at 5600, a dip in the upward trend I used 8. Then at 6400, I used a split of 10 and it dropped again. At 6800 I went back to 8 and it picked back up a little. Neat seeing what the split does. My peak knock value was 36 through the run, so I can safely advance the trailing timing first to see what it does, A/F ratio wise and also knock wise.

Tim

 

Tim,

Your graphs is very interesting.. But very good numbers.. I'm wondering if you are using any aftermarket boost controllers.. If you mentioned it earlier, I'm sorry..

I can't wait to see when you are finally done tuning.. I really like what I see about these 99 turbos (280HP version)..

Thanks Tim.. for posting the graph (and also "the Glass man").. I hope you come out to the poker run.. And maybe I could get a ride in your car and check it out..

 

Does the car have a midpipe?

 

Yep is does have a resonated midpipe.

Tim

 

both runs were at 14.22 psi, but the 334 run was easily low 10 to 1 A/F ratios. Also the 334 was with stock turbos, the 363 was with the 99 spec turbos.

The first run using the same map that produced 334 with the stock turbos netting 340 with the 99 spec turbos. After 4 logged runs and tuning on the dyno, I got to the 363 mark.

Tim

 

I just recently got my car dyno'd and saw similar results. I have almost identical setup to yours, Tim. M2 Aluminum CAI, Greddy SMIC, Greddy pipes, '99 RS/RZ turbos, DP, resonated midpipe, 9.5# flywheel, A'pexi PowerFC - set for ~13psi. I have a vacuum leak somewhere that's cycling the wastegate after transition ... so my secondary boost is not building properly. But, I did notice the same early dip at ~3500rpm. I've also noticed it while driving ... the dyno just re-affirmed my suspicions.

My primary curve is a little sharper than yours. I also don't have that hiccup in the 2600rpm range. It peaks to ~255 ft-lbs at ~2800 rpm. Unfortunately, my secondary boost is not getting to setpoint, so I don't have good comparison for the secondary. My dyno curves got insanely wavy after transition .... we think something is venting off boost for some odd reason.

 

Screw the twin turbo miles of vacuum lines and all the silinoids and check valve BS!! I'm done with it!! I'm going single turbo with a custom V-mount. My setup will have a TO4B turbo, Blitz DD BOV, HKS GT wastegate, 850 (stock 2nd's) primary and 1600 injectors, haltech e11 comp, Aeromotive FPR, welboro fuel pump, Spearco intercooler, HKS twin ignition. I will do most of the work myself and then have a local shop make my intercooler piping and downpipe than dyno tune. I figure the entire project to cost me around $4500.00. I hope to get around 350 at the wheels running 16 psi.

How much do 99 spec turbos cost?

 

Hello everyone,
Tim long time since i have seen you. Without going into some MASSIVE story (which some day i will have a write up and do), I just had installed the 99 spec turbos. Mazcare installed them on my 7.
Clint said that the boost pattern was 12 then 10 on the primary then 8 on the secondary. He seemed to think that was ok. I am scared out of my mind. Driving them home i stepped on the gas a bit in 5th gear and the boost gauge went to 13psi! I'm not going to pop my motor!
When I talked to Clint before I drove the car he said these turbo's had the nipples and that he would have to tear back down into the car and drill those nipples out and put in the original pills.

So I guess that I'm going to have to drill it out myself and find some of these elusive pills.
-------------------------------------------------------
ech - Speaking of this topic can you send any information on what size pills you used on your waste gate controller?
Thanx
Matt

 

I have the pill for the boost side but not the pre-spool one. You can use a holley carb "jet", not sure what size.

 

Relevant Power Mods:

-KD Rotary Street Port motor (15,000 miles)
-HKS Twin Power ignition amp
-Magnecor R-100 racewires/NGK BUR9EQPs all around
-GReddy 2-row FMIC
-GReddy Airinx intake
-Downpipe/Midpipe/Racing Beat Dual Tip catback
-Koyo racing radiator
-'99 Japan spec twin sequential turbos
-'99 Efini y-pipe
-1300 cc secondary injectors
-Nippondenso Comp fuel pump
-Apexi Power FC
-8.5 lb M2 flywheel
-ETB and rear diff braces

Power FC boost settings:

1.05 kg/cm^2 (15 psi) primary and secondary.

Precontrol and Wastagate duty cycles were 70%.

Actual boost reading @ peak rwhp/rwtq was 16 psi.

Max injector duty cycle was 84.7% @ peak rwhp and rwtq.

AFRs were 10.9 to 11.1 @ 7000 rpm, WOT, 16 psi boost.

AIT = 35 C (95 F), WT = 84 C (183 F)

Dyno time ~= 1.5 hours

FWIW, secondary turbo problems were licked long ago.

The recent problem was ignition break-up @ high rpms.

That was solved with the addition of the HKS Twin Power amplifier.

Prior to the Twin Power, peak rwhp was 341 @ 6500 rpm, and peak rwtq was 281 lb-ft @5750 rpm.

 

nice numbers manny

 

Thanks, dude! Thought I'd add to the body of info on J-spec twins. There aren't many FD owners with J-spec twins, so it's interesting to know what '99 twins are capable of when mated to a well-modded 13B REW, street or stock ports.

 

wow, great job Manny. Given the typical thought concerning mustang dynos, you'd be making even more on a dynojet...nice.

What A/F ratio did you hit on that run or what were you trying to hit?

Tim

 

Thanks, Tim! Rx7 Store had recalibrated their Mustang Dyno to yield DynoJet numbers. AFRs were 10.9 to 11.1 @7000 rpm, WOT, 16 psi boost.

 

Nice power Manny, have you done anything to your braking system yet? Are you concerned about it with so much power?