Attn all michigan redline owners

[linenoyz]

So would it be a matter of buying a new ECU from you guys and sending in the core, or would it be a plug-in tuner type deal (ala Diablosport Predator) that reprograms it without any hassles?

[Vita]

i was thinking, theoretically, you could up the RPM's to even 7500 and it would still be under that max rpm with a pulley ratio of 1.85:1, not that you want it that close, but you're only raising the intake temps by 25 degrees at that point. although i'm not sure, but according to eatons website, the charts top off at 14000 rpms, at 6500 rpms the sc is spinning at 12025 rpms creating roughly 400cfm of airflow. i'm not sure exactly what amount of boost that would be, but it seems from what i've read that they MUST be releasing some through the bypass valve.

does anyone know how to figure out how much boost that 400cfm of airflow is producing, i know with the standard n/a setup, our engines are using about 200cfm, so would 400cfm from the s/c be producing double the 14.7 psi of atmospheric pressure? in that case there isn't much boost being released, but if the 400cfm should be making more than the 12psi max boost, than this pcm hack could be just what the doctor ordered for more power with the right fuel/timing maps if the bypass valve can be stopped from opening at any rpm while at WOT.

just a thought, if anyone would care to elaborate, i would like to know i'm not crazy, just cannot find anything quick and easy to find out the boost for our cars with 400cfm being forced in...

[garland]

Originally Posted by Vita

i was thinking, theoretically, you could up the RPM's to even 7500 and it would still be under that max rpm with a pulley ratio of 1.85:1, not that you want it that close, but you're only raising the intake temps by 25 degrees at that point. although i'm not sure, but according to eatons website, the charts top off at 14000 rpms, at 6500 rpms the sc is spinning at 12025 rpms creating roughly 400cfm of airflow. i'm not sure exactly what amount of boost that would be, but it seems from what i've read that they MUST be releasing some through the bypass valve.

Ten to one says that the bypass valve issue is easily resolved with some T-Connectors and a simple rerouting of vaccuum lines.

[Vita]

Originally Posted by garland

Ten to one says that the bypass valve issue is easily resolved with some T-Connectors and a simple rerouting of vaccuum lines.

that would be cool, but wouldn't it mess with the PCM "mind" thinking it's limiting boost, and supplying less fuel than needed, or will it automatically compensate?

[garland]

Originally Posted by Vita

that would be cool, but wouldn't it mess with the PCM "mind" thinking it's limiting boost, and supplying less fuel than needed, or will it automatically compensate?

I dunno
One way to find out though.

[Vita]

Originally Posted by garland

I dunno
One way to find out though.

i've read that someone has, and without good results, but i don't know exactly what was attempted

[SilverBulletRL]

Originally Posted by garland

hehehe thanks for the enthusiasm silver bullet

Realistically in best case you're probably looking at a 3 month time frame, 6 months if we hit snags.

Just in time for the new year we hope

I will talk with my guy over at DHP tonight. I'll give you guys a heads up within 24 hours as to what's going on unless I can' get ahold of him.

So what's up?

[Howsitgoing]

What you guys have to realize is that boost can be effected in many ways.
More boost:
Smaller SC pulley
Smaller Crank pulley
P/P SC
higher ERPMs

Less boost:
Bigger SC pulley - turns SC slower
Bigger crank pulley - turn SC slower
A more free flowing exhaust - lets air flow more free
More aggressive cam/s - lets air flow more free
header/s - lets air flow more free
Intercooler- more dense. less pressure

Boost has to be created by compressing air against something. In this case the piston. Sometimes boost is calculated when its not being used...like compressing air on an intake valve. An internal combustion engine is an air pump. Make the air go through quicker make it more effiecient...mostly.

Ten to one says that the bypass valve issue is easily resolved with some T-Connectors and a simple rerouting of vaccuum lines.

Not saying it can't but boost and vacuum are measure by the MAP sensor. The bypass is there to relieve the SC's load during normal driving. With the bypass open fully the SC can't make boost, therefore unloading the SC from the engine. It will make less boost if it is open partially. At WOT the lack of vacuum shuts the bypass so more boost can be made.

Testing has showed that it takes about 55 horsepower to turn an M90 at 18,000rpm IIRC. How much H is made from the M90 compressing air depends on the set up. This is why turbo's are SOOOO NICE! It doesn't take all/any HP to turn them.

If need be I'll elaborate more later

[garland]

My goal with this project really isn't more boost. It may be an after-effect however the goal is primarily to make the car have a more usable powerband. As it is the gearing is slightly off so you shift and are out of the key area of the torque curve. You end up lugging until you hit the powerband again. It's like a celica GTS with an echo's gearing in it.

By raising the RPM it will be easier to keep it in the powerband. It should also increase hp by about 30 or so at the wheels but I don't want to speculate too much. We will be tuning the ecu's a/f ratios so extra power is expected. But like I said, the primary goal is additional RPM for better spirited driving.

I am by no means a supercharger expert. I've spent the last few years dedicating my business's projects to NA applications. So while I'm doing my best to explain the ecu's gains to people it's not coming out that well. I frequently have to defer to people of higher experience; specifically the guys actually DOING the tuning. I'm nothing more than a glorified liason.

That and a spearhead to make sure this gets done and to market.

I take it like henry ford man. I don't know everything but you give me 15 minutes and I'll find someone who does.

[JPK]

Originally Posted by garland

My goal with this project really isn't more boost. It may be an after-effect however the goal is primarily to make the car have a more usable powerband. As it is the gearing is slightly off so you shift and are out of the key area of the torque curve. You end up lugging until you hit the powerband again. It's like a celica GTS with an echo's gearing in it.

By raising the RPM it will be easier to keep it in the powerband. It should also increase hp by about 30 or so at the wheels but I don't want to speculate too much. We will be tuning the ecu's a/f ratios so extra power is expected. But like I said, the primary goal is additional RPM for better spirited driving.

I am by no means a supercharger expert. I've spent the last few years dedicating my business's projects to NA applications. So while I'm doing my best to explain the ecu's gains to people it's not coming out that well. I frequently have to defer to people of higher experience; specifically the guys actually DOING the tuning. I'm nothing more than a glorified liason.

That and a spearhead to make sure this gets done and to market.

I take it like henry ford man. I don't know everything but you give me 15 minutes and I'll find someone who does.

Right on, Garland. That's exactly what this car needs, a more useable powerband (well.......the 30 more ponies sounds pretty damn appealing too).


Thanks for all the time you're putting into improving our vehicles and keep us updated.