rpslaughter1982

The plane would take off. Such as a plane that takes off from water moving in the opposite direction. The runway does not effect the air around the plane. The thrust is caused by the equal and opposite force caused by the engine pushing out air. If the air speed increased at the same rate that the thrust was generated then the plane would not take off. The difference between ground speed and air speed is demonstrated in the question.

http://www.racevideoforums.com/forums/showthread.php?t=1422 some vids here, (edit : doh, the vid starts with a pic of it then goes to another supe, sorry)

Just on this point, the skyline has the turbos on the other side to the supe so originally it would have been designed to have the 3inch on the inlet. Obviously this hasn't effected the performance on your car as it goes like a rocket

Pm

well I ordered it and it was the right part. If anyone else looks for one the part number on the bag is 90917 - 11031 and it's called a 'gas filter'

I've got stuff from here before http://www.dynoflow.co.uk

pm'd back

just thought I'd link this thread to another one I did in case anyone is following this one - http://www.mkivsupra.net/vbb/showthread.php?t=135657 Nearly time to go to AFR, I'm getting quite excited, I really hope there's no drama

do you have an abs ecu for a jap TT? thanks

do you still have the odometer + warning light cluster + front seats? thanks

I need a new air pulsation dampener/ condenser that screws into the inlet manifold and attaches to the map sensor. Its meant to give the sensor a steady reading. have i circled the right part? Toyota don't have a clue. many thanks

exciting stuff and great write ups. Just a point to pick up from earlier, where are all the supras? Only one? I'm sure there's life left in our pride and joy yet. Maybe the Whifbitz time attack supra will be ready for a trip overseas one day

is your map sensor connected to a pulsation dampener/ condenser

Right then, there are many ways to get the same result on the AEM. What follows is my understanding of the 3 main ones. Most of this information was taken from the AEM site and any credit should go to them. It is also worth reading the links as they go into more detail than I have. Cell by Cell: You can create a fuel map using the traditional approach of tuning each cell to a specific AFR. As you can see in the cell by cell map this creates a graph that raises with load and rpm. Here the tuner gets a value for each cell and this will give a set AFR for that cell. There are a number of fuel trims for cold starting, possibly idle control, air temp etc but during normal running conditions it should work pretty much as the fuel map is. Boost Compensation: This works on the principle that if at a set rpm and X load, the car needs Y amount of fuel to get a certain afr. At the same rpm but at 2X load, the car will need 2Y to get the same afr. The AEM has a boost compensation table that adds or subtracts a % of fuel from the fuel map based on load points. This can be viewed as a graph and typically if there is 0 fuel correction at 0 kpa, then at 100kpa you will get 100% added and at -100kpa , 100% will be subtracted. This correction will go right up to your maximum load point. You tune the fuel map by doing a wide open throttle pull at the lowest load you can do and tune that load row to a set afr (lets say 11.5:1). Once you have these values you can paste them to the whole map. Now the map will look 2D as you can see from the attached map. As you tuned the map to 11.5:1, the car will run at that afr all the time, not good really. There are a number of ways that this is fixed. One way is to tune a throttle correction table. This table found in fuel trims adds or subtracts a percentage of fuel based on throttle position. In the above scenario it could be subtracting fuel at 0 throttle position to change the idle afr. Cruising conditions can also be leaned out by subtracting fuel at throttle positions below 50-60%. The thing I don’t like about this method that you can go up the rev range at part throttle and be leaning out your afrs. Going up hill you may get into a situation where your load goes up and a small turbo might start producing boost, once again this table may lean out your fuel. Another way is to modify the boost correction table. Taking the afr you want and dividing it by the afr you have will give you a % difference (i.e 14 / 11.5 = 1.21 means that if you add 21% to the 11.5 you get 14). You can apply this % to the relevant load point in the boost correction table and you should get your desired afr. In the above situation you may – 21% on top of the negative value you already have in the boost correct table to give you something around -70% at 50 kpa for an idle of 14:1 afr. You can also change the fuel map itself in the areas you want a different afr. By doing this your fuel map graph will not look 2D any more and may start to look more like a cell by cell map (although not as steep). The benefit of doing it this way however is that you gain resolution in the map. Hybrid maps: Creating a hybrid map normally uses the boost compensation technique in the positive boost areas and cell by cell tuning in the off boost areas. To do this the boost compensation graph will have no effect (zero’d out) in the off boost areas and you will change the values in the map itself to get you desired afr for a set load and rpm. Your fuel map should then look something like what is in the attached hybrid map. I hope this makes sense and is right. If it is not then please someone say as I do not want others to be misinformed. The links to the AEM forum also cover more info (especially covering the Mbitsec raw data) however the above is meant as an overview.

Just as part of my single build I have been doing some research into my AEM ecu. This is mainly due to bad experiences with 'tuners' mapping and I think it is much better that I have a vague idea of what is going on. I am really putting this info up to see if I'm on the right track. I am not a mapper and don't really intend to be, i just want to know what I'm looking at! *The maps posted are examples and should not be used in cars. I have made up most of the values.* I found the AEM site quite hard to find the relevant info and they are generally unhelpful to new users. Due to this the following are links that I found very helpful and may help others on this forum: http://forum.aempower.com/forum/index.php/topic,11494.0.html http://forum.aempower.com/forum/index.php/topic,6378.0.html http://forum.aempower.com/forum/index.php/topic,9998.0.html http://forum.aempower.com/forum/index.php/topic,17435.0.html obviously the manual was read a view thousand times. There seems to be 3 main ways to map the AEM: Boost compensation, cell by cell tuning and hybrid maps (boost comp in boost areas and cell by cell in vacuum. I have made 3 maps up based on these techniques and hopefully they accurately represent each one. I'm going to update and add to this thread later, I've got to go to the parents for dinner. More to come ........... hybridexe311207.V1.19.zip fullboostcomp010108.V1.19.zip cellbycell.V1.19.zip

i'm in Worthing. Just gotta get my car tuned up by AFR. Maybe get Matt involved in a meet? (opening for his shop)

would it be possible to find out from the AEM users who has a boost comp map and who has conventional ones? (or hybrids)

Cheers for the info. I'm not really modding the ECU much but just trying to understand it better. The map I am looking at I paid £400 quid for and it was rubbish and dangerous. It soon to be properly mapped I'm just looking at the idle really. My car has a negative value so it is leaning the car out at low throttle, another dodgey discovery. From the AEM forum it looks like it is used in boost comp maps. I did some research on the AEM forum too and they say its not good to use on turbo cars as you can get high load situations on part throttle.

For AEM users: does anyone have any info on the throttle% vs throttle inj corr table? I cant seem to find it in the manual. I can only find it in the adv fuel trims tab. Most maps I have seen do not a have a value in it however mine has a negative correction at low Throttle %

a bit scary. rough totals: PHR street kit with delivery and vat about £2300 Decat pipes £25.75 AEM + 3.5bar sensor + walbro fuel pump + Aeromotive FPR £1666.15 IK24s X 2 sets (fouled the first lot) £140 HKS DLI £256.73 injectors £250 fuel proof o-rings £9 Gaskets, fuel+oil filter + coolant £160 Silicone hosing £47 FPR fitting kit £105 Exhuast welding £100 Misc clips, wiring £20 various oil changes £150 a crap map that needs re-doing £400 somewhere around £5855 total and not finished yet

Mines currently not attached so when the ice melts off my drive I'll try to adjust it. Has anyone actually fitted a flex pipe to their exhuast?

If only I had started my project 14 months later

My exhaust currently has no flex in it. It is solid from the turbo to the backbox. I have a Nur Spec which obviously has no flex and the de-cat and turbo downpipe are the same. What do people do about this? I have a flex joint which can be welded in but what is the best position or is it neccessary? many thanks Rich

have you got the air pulsation dampener for the map sensor that screws into the inlet plenum?

i've just been working out the cost of the piping, it would probably be a couple of hundred quid after the silicon hosing, etc..!