Suggestions to complement my Supercharger upgrade

well you shouldn't have been claiming that the ecu will stay rich for saftey when that's not always the case,
your the one who should feel uncomfortable giving advice on the ecu because your thick skull was ignoring the details of the tune

dont tell me im a blind man, i spend a lot of time wrenching in the mechanic shop at work (township road department) and i can tell you that that has nothing to do with ecu tuning at all, the tune is available for everyone to see so why not just use that as the decision maker over whether or not he wants to supercharge with it

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Originally Posted by 3000gttom

well you shouldn't have been claiming that the ecu will stay rich for saftey when that's not always the case,
your the one who should feel uncomfortable giving advice on the ecu because your thick skull was ignoring the details of the tune

dont tell me im a blind man, i spend a lot of time wrenching in the mechanic shop at work (township road department) and i can tell you that that has nothing to do with ecu tuning at all, the tune is available for everyone to see so why not just use that as the decision maker over whether or not he wants to supercharge with it

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Bothered by what has been said in the last few posts I decided to review that one thread of yours entitled "Might be starting m build this summer" on 5/2/2012. Reading through the first several pages, many of the members got on you hard for your statements to the point that you withdrew from any further posting. I could not help but to notice that you deleted all the text from your initial post, which led me to believe that you must have been so embarrassed that you tried to hide it.

I also reviewed a number of charges you made against Sorgn and discovered you deliberately misquoted him. One very obvious example was when you stated that he was using his SAFC to support his statements about the 1st gen ecu making the motor run rich when in fact he stated that in High Throttle he made no correction and in Low Throttle he adjusted to purposely run lean for fuel economy. I can site other examples but I would be belaboring the point.

From the beginning of my thread I got the impression you were mod'ng and wrenching on these cars, now, once looking at your post with a bit more skepticism and your evading answering questions concerning your experience and background, I found that you are indeed an imposter.

What you are doing is disrespecting all those that have busted their knuckles, spent lots of money and time, not to mention long hours worrying about whether their mods and wrenching may ultimately destroy or a least cause harm and loss of good money and boat loads of time.

In the future, be honest enough to say whether what you're stating is based on "hands-on" experience or "second hand" information. That way you can allow the reader to digest and process the information whichever way they feel fit.

As a sidebar, I know I.B.Sorgn and he has been running his supercharged 3000GT for 3+ years. He does not blow smoke nor does he comment on anything that he hasn't had personal experience with. You can pretty much take his word to the bank.

BTW, That fuel map in your post #46 resembles very little to the fuel map posted in Stealth316.Com by Matt Jannusch.

if you dont want to listen to me thats ok, this will be my last post of this thread,

in my other thread, many many people flooded that thread with bashing posts with no knowledge of n/a tuning at all...so i have been slowly analyzing piece by piece(on a second motor in my garage) what would be involved in a high compression high revving 6g72 because no one on here could give valid information

when it comes to the ecu's in these my experience is hands on, i pulled the file from my car, merlin on the evo forum wrote me a basic definition file, and i am running my own custom tune right now,

the map i posted is pulled straight from the ecu and posted originally by gatecrasher or monochrome i believe, there is no guarentee that the tune from the 99 is the same as a first gen but its as close as you can possibly find because you cant pull those files from first gen ecu's

if you really want an inferior, less reliable computer system, go for it, im not gonna stop you, i'll be running my custom 0 knock tune and my motor will love it

Quote:

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Originally Posted by 3000gttom

if you dont want to listen to me thats ok, this will be my last post of this thread,

in my other thread, many many people flooded that thread with bashing posts with no knowledge of n/a tuning at all...so i have been slowly analyzing piece by piece(on a second motor in my garage) what would be involved in a high compression high revving 6g72 because no one on here could give valid information

when it comes to the ecu's in these my experience is hands on, i pulled the file from my car, merlin on the evo forum wrote me a basic definition file, and i am running my own custom tune right now,

the map i posted is pulled straight from the ecu and posted originally by gatecrasher or monochrome i believe, there is no guarentee that the tune from the 99 is the same as a first gen but its as close as you can possibly find because you cant pull those files from first gen ecu's

if you really want an inferior, less reliable computer system, go for it, im not gonna stop you, i'll be running my custom 0 knock tune and my motor will love it

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Good BYE

Quote:

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Originally Posted by 3000gttom

if you dont want to listen to me thats ok, this will be my last post of this thread,

in my other thread, many many people flooded that thread with bashing posts with no knowledge of n/a tuning at all...so i have been slowly analyzing piece by piece(on a second motor in my garage) what would be involved in a high compression high revving 6g72 because no one on here could give valid information

when it comes to the ecu's in these my experience is hands on, i pulled the file from my car, merlin on the evo forum wrote me a basic definition file, and i am running my own custom tune right now,

the map i posted is pulled straight from the ecu and posted originally by gatecrasher or monochrome i believe, there is no guarentee that the tune from the 99 is the same as a first gen but its as close as you can possibly find because you cant pull those files from first gen ecu's

if you really want an inferior, less reliable computer system, go for it, im not gonna stop you, i'll be running my custom 0 knock tune and my motor will love it

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Does what's in red look familar? I found your initial post as apart of a 'reply with quote' in a later member's response. Doesn't look to me that your post centered around tuning! I think you just got caught with your pants around your knees again.

BTW, the map I referred to was not from a 1st gen. You sure make alot of asumptions.

¡Adiós!

not sure if im going to be able to afford it, i already have one 40hr/week job which ill need the cash from that for school, if i can get another job then all of that will be for the car there are a few things i am considering that i could use info on if anyone has it

first off, how high should i rev? i need info on when oiling becomes a problem? will either tranny shift at 9000rpm mtx or atx? does anyone know when the obx headers do their scavenging and when the flow reverses....just wandering will they allow 9k or only 8k or somewhere in between??? also want this to still work as a dd car so, can 300whp be done at 8k or will i need 9k because it looks like 9k will cost like 5x as much as an 8k build?

things to consider

1) i already have n/a longblock that will sit on my workbench all summer so this can be done over time (huge thanks to machzrcr on 3si for the motor)
it has forged crank, 2-bold main

i will definately go with high compression pistons, are the ross 12.5 the only ones on the market? also depending on 8k or 9k build, how much bottom end work needs done, balancing?, probably need full blueprint for 9k(very expensive)?

2) for heads, this is a heck of a list and i want it to stay usable as a daily driver so, should do porting at all on the intake side? will they flow for 300whp?
can i just polish the exhaust myself? do i stay with stock valves or go oversized? cam regrinds or crower? 272deg good for 8k? 280deg for 9k? which adjustables cam gears 3sx or fidanza? are crower springs retainers ok for 8k build? would 9k need double springs? my car is 99 so i have 99 lifters which will be fine at 8k, but will they hold up at 9k or do i need nelsons solids?

3)intake manifold does anyone know the effective runner lengths and runner area for the n/a manifold? anyone know the plenum volume? stock tb should be big enough? should the runner track before injectors be ported or smoother out?
(i think the rough surface is the keep fuel from sticking to the sides because the turbulence along the wall will pick it up better vs a smooth wall...maybe there is more too it in terms of just airflow or maybe contaminents from egr, i guess i could call my one engineer friend. he does a lot of fluid dynamicswork)

4)i already have obx headers, and thats pretty much the only design out there so id really like to know when they reverse flow...if it is before 9k then obviously ill do an 8k build because i have no way to fab headers

5) ecu tuning i have a 99sl, so 99 ecu, fully tune-able but only to 8k, 9k would need aem to actually get the most out of because if i revved to 9k it would still be using the timing set for 8k which pretty much means no power...could maybe hold it to 8400-8500

6) tranny...
have atx right now and i feel it will do better at high rpm's because of much quicker shifts. also the long power band from this build should make up for the longer gearing on the atx...but should i get an lsd? is quaife worth a grand. or should i get an obx and rebuild it? end clutch? translab shift kit?(i already have a cooler). im leaning toward obx lsd...keep in mind that since this is an n/a build, there is not the massive amount of torque there to break things like in a turbo build

7) extras
what about cooling. do i need a high cap radiator? better flowing water pump or oil pump? ive got vr4 injectors and vr4 pump. will i need more? i'll build my own exhaust at my buddies house. should i do single or double? i like high pitch exhaust note.
i would love to hear opinions or any info anyone has about any aspect of this
i feel like an 8k 12.5-1 properly tuned n/a can make 300whp, but at the same time i dont want to decide halfway through that i actually want a 9k build and have to go back to square one.

Just want to say thanks for the Advice I.B., motor is running very smoothly, start easily, pulls hard. The WMI has cured the lean situations at high boost and upper level RPMs. Sure can smell that Alcohol and engine likes it. I can see why you moved to a high volume fuel system because when I disarm the spray the NA injectors just can't feed the fuel even when the fuel pressure is over 100psi. Once I save up the money necessary for the upgrades I'll do as you suggested. One question would it be necessary to run a SAFC with the TT ECU, larger injectors and pump?

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Originally Posted by Blown3000

Just want to say thanks for the Advice I.B., motor is running very smoothly, start easily, pulls hard. The WMI has cured the lean situations at high boost and upper level RPMs. Sure can smell that Alcohol and engine likes it. I can see why you moved to a high volume fuel system because when I disarm the spray the NA injectors just can't feed the fuel even when the fuel pressure is over 100psi. Once I save up the money necessary for the upgrades I'll do as you suggested. One question would it be necessary to run a SAFC with the TT ECU, larger injectors and pump?

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I'm very happy to hear the news. Concerning the SAFC, I would say no. Although I use a APEXI Neo I make no corrections at high throttle as I find that the TT ECU, injectors, and fuel pump do a good job on their own. I make some adjustments at low throttle but only for fuel economy. Before I moved to the TT setup I was controlling fuel with a FMU and using a WMI to eliminate the lean conditions at higher rpms and boost however I wanted a more permanent solution so I falsely thought that a SAFC would do the trick. Please note that I was running a few more pounds of boost than you are. To make a very long story short when you make air flow corrections you effect timing as the ecu determines load based on air flow and rpms and load is a very important input in determining timing. If you correct too much, you will distort engine timing to the degree that you can effect performance, fuel economy and can cause engine damage. Once I determined the effects I knew that the real answer was a fuel system upgrade. Also by driving those injectors to and above their capacity failure was inevitable. If I were you and you want to go the TT ecu/fuel system route I would leave the SAFC out of the picture unless you found that you need to make MINOR corrections. Having a piggyback like an APEXI won't hurt anything and it does provide you with valuable information.

Thanks for your help, it was a big time saver not to mention easy on my wallet. When I start my fuel upgrades I'll be back to this forum.