grampa

I got a used PFC and just got a datalogit.
Before I put it in I wanted to get opinions on whether the base mod maps will be good for the mods listed in my sig.

I'll be starting out with a standard PFC .dat and going from there.

I have concerns about the timing split with a J&S.

Anyone have a .dat or maps for the correct cells?

94 touring:
m2 stage3 ecu
CWR intake
efini y-pipe
ARC SMIC
dp
m2 dual catback
J&s v2

cewrx7r1

iTrader: (2)

With the J&S, keep timing split at leaste 15 degrees
for boost over 10PSI.

grampa

I put the PFC in and nabbed the params with the datalogit. The guy I bought the PFC from was running intake, DP and midpipe for quite some time. It was "tuned" by a vendor who shall remain nameless.

His maps matched the 5:08 defaults to a T.
The comments about some "tuners" doing nothing when setting up the FC for your mods appears well founded.

I drove to work this morning and being careful stayed out of boost (cold morning). The O2 display on my J&S appeared quite happy and showed just slightly richer than the M2 SIII ecu usually showed for the same conditions. It also seems much smoother than what the M2 ecu ran.

I guess I'll just update the timing split to accomodate the J&S and turn the fan thresholds down a bit. Then it's off to a dyno and wideband shortly. (Haven't had time to complete the Oz-wideband kit.)

grampa

Since I have the newer J&S I assume I can just set the J&S to 1/2 degree retard per PSI and onset to occur at 9PSI. I am using the standard PFC Boost control settings of .80/56pri and .70/64sec anyway so excursions past 10PSI are limited.

2FAST7S

Is that what the stock settings for the boost are??? I was trying to figure out what 10psi on my boost gauge was equal to in the pfc but its kinda hard, plus i have not had it tuned yet.
I didnt go WTO but i did see more that 10 psi on my gauge.

TYSON

1 kg/cm^2 equals 14.22 psi. So, 0.7 kg/cm^2 equals 10 psi. Your PFC is supposed to hit a fuel cutoff if you go more than 0.25 kg/cm^2 above your setpoint. Mine did, because my wastegate actuator vacuum hose came off. Boost was stable until the secondary turbo came on, then wham.

grampa

I have a very handy program on my palm505 called Convert-It. It has pretty much every metric-imperial conversion routine you would ever need.

SleepR1

This MUST be what's happening to my boost control? My "low" boost setting is 0.85 kg/cm^2, 78% primary and secondary. With the gas pedal on the floor, the boost climbs quickly to 12 psi, then @ the switchover @ 4500 rpm the secondaries just seem to not come on full bore to 12 psi. The boost drops to 5 psi and stays there, or sometimes drops to zero. I notice the injector duty cycle stays put @ 50%? Is this fuel cutoff? I thought my secondary turbos were shot, but I have new J-spec FD Type RS/RZ twins? How do I check to see if my wastegate actuator vacuum hose is intact and secure? What's wierd, is if I gradually squeeze down on the gas, then the boost production is proper, through the switchover to twin turbo operation as the revs climb past 4500 rpm and continues to redline? How do I avoid this fuel cutoff? Should I keep cranking the solenoid duty cycle up, to 80% for 0.85 kg/cm^2 primary and secondary, and 90% for 0.95 kg/cm^2 primary and secondary

Badog

Manny,

That is not fuel cut. You will KNOW when you hit it, it's RUDE. Check your lines around your pressure chamber and the pair of solenoids behind/you airpump, near your secondary rail. Also, test the behavior of the boost pattern with a 3rd gear pull onto the highway. Then after that pull, after 30 seconds of freeway driving, go WOT in 4th and pay attention to the transition. Don't forget to back-off after 5000rpm! Also, there are many good links on debugging single, seq. problems that I can point you to on Ciran's and others sites.

Tony

SleepR1

Lines around the little black plastic box (the pressure chamber) are connected. The solenoids behind the air pump are not clearly visible. I can see the vacuum lines behind the airpump, and they appear to be attached?

Quote:

Also, test the behavior of the boost pattern with a 3rd gear pull onto the highway. Then after that pull, after 30 seconds of freeway driving, go WOT in 4th and pay attention to the transition.

Yup done this too. The boost drops to 5 psi but doesn't climb back to the 12 psi target. This behavior is intermitten. Sometimes it's fine, other times it's not? It's particularly bad under high g-loads. Do you think it's fuel pick-up problem?

Quote:

Don't forget to back-off after 5000rpm!

Nope I don't. I leave it in, and watch the revs climb. The motor doesn't seem to hesitate.