Went single and lost horsepower
#128
Pistons are for pussy's
Sorry for the thread jacking.
#129
Rotary Enthusiast
iTrader: (19)
Join Date: Apr 2002
Location: Colorado Springs, CO
Posts: 1,169
Likes: 0
Received 11 Likes
on
10 Posts
ok, the reason I ask is some people measure/control boost on the hot side of the turbo/intercooler and have a pressure loss through the intercooler and are not taking that into account. You are doing it the right way by using the UIM to measure your boost to ensure the engine is seeing that pressure amount.
#130
Senior Member
Join Date: Nov 2008
Location: Czech republic
Posts: 357
Likes: 0
Received 0 Likes
on
0 Posts
Any updates?
As I see it, you don't have restriction, your fuel system is flowing certain amount of fuel and you have resulting lambda number from which you can calculate airflow. Air/fuel also isn't that rich to loose so much power.
Poor reaction for advance settings would indicate problem with leading side of ignition, it doesn't have to break-up and it can be issue.
As I see it, you don't have restriction, your fuel system is flowing certain amount of fuel and you have resulting lambda number from which you can calculate airflow. Air/fuel also isn't that rich to loose so much power.
Poor reaction for advance settings would indicate problem with leading side of ignition, it doesn't have to break-up and it can be issue.
#132
Any updates?
As I see it, you don't have restriction, your fuel system is flowing certain amount of fuel and you have resulting lambda number from which you can calculate airflow. Air/fuel also isn't that rich to loose so much power.
Poor reaction for advance settings would indicate problem with leading side of ignition, it doesn't have to break-up and it can be issue.
As I see it, you don't have restriction, your fuel system is flowing certain amount of fuel and you have resulting lambda number from which you can calculate airflow. Air/fuel also isn't that rich to loose so much power.
Poor reaction for advance settings would indicate problem with leading side of ignition, it doesn't have to break-up and it can be issue.
I have been just driving and tracking the car. I kind of got sick of trying to figure out whats causing my lower HP #'s but I am going to continue working on it this summer.
The issue with the leading coil makes sense. When we were tuning on the dyno and adding/taking away leading I remember there being very little difference in HP. Even if the difference was great as 4/5 units. Maybe this was a symptom of a bad leading coil.
Aside from the leading coil my only other thoughts are that my HKS cast/RB dual exhaust combined are creating a restriction. However when you look at others using components, most have had no issues hitting efficient #'s.
I raced a ~500whp Supra and lightly inched on it. Maybe both dyno jets I've used were off? lol Ill post a vid of some pulls on the hwy and maybe try to calculate 60-100mph times.
#133
Rotary Enthusiast
iTrader: (8)
I'd check your coils/twin power setup. I know a lot of folks swear by them howerver I've seen too many stock coils eat themselves after 20ish years of heat cycles. On a side note whats your dwell set to? IIRC the PFC is kind of dumb in that it displays dwell time degrees rather than on time. It's been a while since I've tuned a PFC though so I could be transposing it onto another ECU.
#134
I'd check your coils/twin power setup. I know a lot of folks swear by them howerver I've seen too many stock coils eat themselves after 20ish years of heat cycles. On a side note whats your dwell set to? IIRC the PFC is kind of dumb in that it displays dwell time degrees rather than on time. It's been a while since I've tuned a PFC though so I could be transposing it onto another ECU.
Can you help explain to me what the dwell timing degree is? Ive never really heard of it.
#137
Lives on the Forum
iTrader: (8)
99.999999999% of people don't touch the dwell map on a PFC. There is absolutely no reason to unless your running aftermarket coils like AEM. And pretty much almost those same amount of people don't even understand how it works on the PFC.
You can thank Chris Ludwig for testing it and actually figuring it out AND sharing that information with the community. He even provided an excel calculator to convert to normal ms numbers.
thewird
You can thank Chris Ludwig for testing it and actually figuring it out AND sharing that information with the community. He even provided an excel calculator to convert to normal ms numbers.
thewird
#139
Rotary Enthusiast
iTrader: (8)
99.999999999% of people don't touch the dwell map on a PFC. There is absolutely no reason to unless your running aftermarket coils like AEM. And pretty much almost those same amount of people don't even understand how it works on the PFC.
You can thank Chris Ludwig for testing it and actually figuring it out AND sharing that information with the community. He even provided an excel calculator to convert to normal ms numbers.
thewird
You can thank Chris Ludwig for testing it and actually figuring it out AND sharing that information with the community. He even provided an excel calculator to convert to normal ms numbers.
thewird
Anyway, its an easy thing to check and it wouldn't hurt. I'm NOT endorsing changing the dwell timing from stock however.
Half true, the later universal Twin Powers (2007?) and on are a hacked CDI however the earlier models, which I've mostly seen, are just dwell amplifiers. They still work well and are a very clean install though.
#146
I would move the AEM coils, and a direct fire setup if you wanted to toss money at the this.. It would help regardless...[/QUOTE]
Sooner than later I will be moving up to the AEM coil setup. Prob next Christmas time but for now I am just trying to enjoy her while its all together and dump the extra cash on track days. You are right tho, ohm readings only give a partial diagnosis of the coil condition.
#147
The car really feels good now. Aside from the lower HP #s it powerband feels good and is smooth. I really need to get my hands on a nice camera so I can post some videos in this thread.