Nodalmighty Posted July 21, 2010 Share Posted July 21, 2010 (edited) Just out of interest, has the fuel pump computer been bypassed. There is a possibility the pumps not running flat chat below 3200 and you need to do the 12v mod on it. If you can get it down to 12.5 that should be rich enough for a SC as the need less BSFC than a Turbo. Edited July 21, 2010 by Nodalmighty (see edit history) Quote Link to comment Share on other sites More sharing options...
barneybrendan Posted July 21, 2010 Author Share Posted July 21, 2010 (edited) could it be anything to do with the iat sensors.the oem one is still connected to the ecu and i presume the map2 one is now connected aswell. map are saying that a resistor should be fitted to the oem one to hold it at a certain temp. this is their fact Q. My OEM AFM contains an Inlet Air Temp (IAT) sensor, what happens when I remove this? A. The MAP-ECU2 kit contains a new IAT sensor that you need to install in your airbox or intake. You replace the OEM IAT with a resistor that clamps the OEM ECU at 25 degrees Centigrade (77 degrees Fahrenheit), e.g. 2200 ohms is the normal value. The MAP-ECU2 will then adjust fuel mixtures for inlet air temperature variations would an uprated pump be beneficial if this is causing too much grief would a greddy ultimate be better Edited July 21, 2010 by barneybrendan (see edit history) Quote Link to comment Share on other sites More sharing options...
Muffleman Posted July 21, 2010 Share Posted July 21, 2010 I've never been a fan of Gizmo's that condition the ecu signals to force it into miss mapping Oh agreed !!! Good call on the fuel pump I'll give that a try asap but not at the workshop now. Quote Link to comment Share on other sites More sharing options...
Muffleman Posted July 21, 2010 Share Posted July 21, 2010 could it be anything to do with the iat sensors.the oem one is still connected to the ecu and i presume the map2 one is now connected aswell. map are saying that a resistor should be fitted to the oem one to hold it at a certain temp. this is their fact Q. My OEM AFM contains an Inlet Air Temp (IAT) sensor, what happens when I remove this? A. The MAP-ECU2 kit contains a new IAT sensor that you need to install in your airbox or intake. You replace the OEM IAT with a resistor that clamps the OEM ECU at 25 degrees Centigrade (77 degrees Fahrenheit), e.g. 2200 ohms is the normal value. The MAP-ECU2 will then adjust fuel mixtures for inlet air temperature variations would an uprated pump be beneficial if this is causing too much grief would a greddy ultimate be better IAT trims wont adjust the fueling by that much mate Quote Link to comment Share on other sites More sharing options...
tDR Posted July 21, 2010 Share Posted July 21, 2010 If you're outputting 4.5V or above it sounds like larger injectors may be needed to give more fuel for the same voltage, though fuel pump switching is a factor around that point. From memory on the TT my datalogs showed the stock ECU wanting to stay closed loop for a good bit into boost / RPMs as well as WOT - it scared me at first as to how lean the stock ECU runs things in closed loop on the TT but I didn't hear any det so lived with it and concentrated on the open loop stuff especially around the transition point fuelling and timing wise. Also, the IAT stuff seemed aimed at the American guys (by nature also UK) with their MAF based air metering - I'm ignorant when it comes to the 2JZ-GE but from the wiring schematic it uses MAP as stock like the JDM TT so the IAT thing will be covered as you don't remove it from the loop when you switch to the MAP-ECU2 MAP sensor as you do when abandoning the AFM (it has the stock IAT there IIRC) air metering for a US/UK spec car. Quote Link to comment Share on other sites More sharing options...
Muffleman Posted July 22, 2010 Share Posted July 22, 2010 The problem mate is the SC makes so much boost early on, more than a TT ! Quote Link to comment Share on other sites More sharing options...
barneybrendan Posted July 23, 2010 Author Share Posted July 23, 2010 this is thhe reply i got back from map. Disregard everything we said about KVF as it is MAP sensor based. We think it is going rich because the MAP sensor voltage is probably going out of the acceptable range. How are you getting more fuel under boost? What is the injector duty cycle under boost Quote Link to comment Share on other sites More sharing options...
tDR Posted July 23, 2010 Share Posted July 23, 2010 Larger injectors required... Quote Link to comment Share on other sites More sharing options...
barneybrendan Posted July 23, 2010 Author Share Posted July 23, 2010 Larger injectors required... larger than 550 ? Quote Link to comment Share on other sites More sharing options...
tDR Posted July 23, 2010 Share Posted July 23, 2010 larger than 550 ? Is that what you've got on there just now? It sounds like you need larger for the low RPM boost. Quote Link to comment Share on other sites More sharing options...
barneybrendan Posted July 23, 2010 Author Share Posted July 23, 2010 Is that what you've got on there just now? It sounds like you need larger for the low RPM boost. yes ive got uk 550's n there. Quote Link to comment Share on other sites More sharing options...
jagman Posted July 25, 2010 Share Posted July 25, 2010 Your injectors should be fine , at low rpm there is low airflow even when under more boost so injectors should easily cope . Yes there is more boost low down but relative to the airflow at high rpm, fuel should never be an issue Quote Link to comment Share on other sites More sharing options...
barneybrendan Posted July 25, 2010 Author Share Posted July 25, 2010 would a greddy emanage ultimate control things better than the map 2.if so i have been lent one . Quote Link to comment Share on other sites More sharing options...
bondango Posted July 25, 2010 Share Posted July 25, 2010 Mapecu2 on any NA to Charged converion isnt really the best solution, it can be done but requires a lot of work. The ME2 has NO injector control whatsoever, just fudges the map signal which isnt ideal. You will need to use o2 adjust, basically the NA ecu will shoot for 14's no matter what you do, so you need to intercept the stock o2 signal and use the o2 adjust map to fool the ECU into adding more fuel. (He can try disconnecting the stock 02 but sometimes this makes tuning a little harder) I would Disable stock ACIS control by removing the Diaprham and bolting the butterfly in its horizontal postion, this should be done on all GE NA-T or charged conversions IMHO Quote Link to comment Share on other sites More sharing options...
barneybrendan Posted July 25, 2010 Author Share Posted July 25, 2010 Mapecu2 on any NA to Charged converion isnt really the best solution, it can be done but requires a lot of work. The ME2 has NO injector control whatsoever, just fudges the map signal which isnt ideal. You will need to use o2 adjust, basically the NA ecu will shoot for 14's no matter what you do, so you need to intercept the stock o2 signal and use the o2 adjust map to fool the ECU into adding more fuel. (He can try disconnecting the stock 02 but sometimes this makes tuning a little harder) I would Disable stock ACIS control by removing the Diaprham and bolting the butterfly in its horizontal postion, this should be done on all GE NA-T or charged conversions IMHO the acis has been removed ,the butterfly has also been removed and the hole for the shaft welded up. Quote Link to comment Share on other sites More sharing options...
bondango Posted July 25, 2010 Share Posted July 25, 2010 well the next thing is the battle between tuner and ECU = 02 feedback I would disconnect the stock o2 feeds to the ECU and remap from there, as its impossible to map a GE engine for boost when the stock ecu is still using these, although the correct way is to intercept OX1 and use the 02 adjust table on the mapecu though this is very tricky Also, as a band aid you can use the TPS and MAP enrichment function on the MAPECU to help combat lean spots during hard throttle changes Quote Link to comment Share on other sites More sharing options...
Wez Posted July 25, 2010 Share Posted July 25, 2010 yes ive got uk 550's n there. Are you 100% on this, as pointed out in another thread the NA is top feed and TT is side feed, are you using a TT rail too? Quote Link to comment Share on other sites More sharing options...
bondango Posted July 25, 2010 Share Posted July 25, 2010 Are you 100% on this, as pointed out in another thread the NA is top feed and TT is side feed, are you using a TT rail too? Stock 1jzgte rail works IIRC and everything lines up, think the 2jzgte rails also works but you need to Fab mounts. dunno what Barney is using though.. Quote Link to comment Share on other sites More sharing options...
barneybrendan Posted July 25, 2010 Author Share Posted July 25, 2010 Are you 100% on this, as pointed out in another thread the NA is top feed and TT is side feed, are you using a TT rail too? they are obviously not uk 550's if they dont fit.i am using stock ge rail.they are denso 550 though as thats what the part number comes up with and are low imp . Quote Link to comment Share on other sites More sharing options...
bondango Posted July 25, 2010 Share Posted July 25, 2010 they are obviously not uk 550's if they dont fit.i am using stock ge rail.they are denso 550 though as thats what the part number comes up with and are low imp . Are they RX7 injectors? Part number 195500-1370? As these 550's are the most common, but come in High and Low imp. but both use the same Part number Quote Link to comment Share on other sites More sharing options...
barneybrendan Posted July 25, 2010 Author Share Posted July 25, 2010 Are they RX7 injectors? Part number 195500-1370? As these 550's are the most common, but come in High and Low imp. but both use the same Part number they might well be as the part number was the same.not sure on the number now.they were black with purple connectors. Quote Link to comment Share on other sites More sharing options...
bondango Posted July 25, 2010 Share Posted July 25, 2010 they might well be as the part number was the same.not sure on the number now.they were black with purple connectors. RX7 lows are pinky/red RX7 Highs are purple (injector on Right) Problem is, with SARD, Greddy, HKS, they modify a standard injector to a different CC and the Part number of the injector is not changed, so to be 100% sure on its flow rate you would really need to get them tested. This may not be anything to do with the issues you are having, but worth ruling it out Quote Link to comment Share on other sites More sharing options...
barneybrendan Posted July 25, 2010 Author Share Posted July 25, 2010 RX7 lows are pinky/red http://i283.photobucket.com/albums/kk291/jcooper38/SDC10651.jpg RX7 Highs are purple (injector on Right) http://www.stealth316.com/images/fi_front1.jpg Problem is, with SARD, Greddy, HKS, they modify a standard injector to a different CC and the Part number of the injector is not changed, so to be 100% sure on its flow rate you would really need to get them tested. This may not be anything to do with the issues you are having, but worth ruling it out not the pink ones.second pic not working. Quote Link to comment Share on other sites More sharing options...
bondango Posted July 25, 2010 Share Posted July 25, 2010 not the pink ones.second pic not working. one on left http://himni-racing.com/images/Greddy%20550%20660%20720cc%20injectors.jpg Quote Link to comment Share on other sites More sharing options...
barneybrendan Posted July 25, 2010 Author Share Posted July 25, 2010 one on left http://himni-racing.com/images/Greddy%20550%20660%20720cc%20injectors.jpg it looks like this one but had then tested and they were around the 2 mark same as low imp. Quote Link to comment Share on other sites More sharing options...
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