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Post by kngofbrknprts on Nov 19, 2009 19:01:00 GMT -5
the e-manage is a good system, the only thing that i have heard bad about it is that sometimes the timing function doesnt work. a friend of mine has a supercharged 3g v6 eclipse and had an e-manage on it and it didnt work right. i thought aem made something similar?
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Post by akalt24 on Nov 21, 2009 23:28:37 GMT -5
when you going back to the track? or is it closed for the year by now?
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Post by cwic on Nov 24, 2009 21:24:54 GMT -5
closed 4 the year. Will probably post my results after I do the piggyback.
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Post by cwic on Mar 1, 2010 13:57:13 GMT -5
the e-manage is a good system, the only thing that i have heard bad about it is that sometimes the timing function doesnt work. a friend of mine has a supercharged 3g v6 eclipse and had an e-manage on it and it didnt work right. i thought aem made something similar? Well you heard right and if you go to a greddy site it should list the sport as a application it does not work on. I guess not enough people have heard that this is not a universal application. One problem is the voltage makes it difficult because you have to match the vehicles to the units to get the vehicle to start. Second the ultimate cannot find the ignition for this vehicle so it is basically a expensive safc or fuel tuner in this application. I guess AEM does have something but surprisingly the AEM 6 wont work on the truck or the 3000gt. I will be getting a AEM FIC/8 at the end of the week. It supposedly has a feature where by holding revs at 1500rpms it can find the ignition and you can tune from there so it would truely a universal application. I will start a new Mod Bible thread when this is all said and done. Clay
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Post by cwic on Mar 13, 2010 17:07:06 GMT -5
Well good news, +13ftlbs and 10hp at peak gains near 3500rpms. The AEM is working ok but I still need to get it fine tuned in a couple of weeks after the ecu decides what it wants to do. My air to fuel is way off right now at ~11.8-1 at full throttle. The ideal range for this truck based on past dyno runs is ~12.8-1. We could not get a run w/ the nitrous because the throttle switch is hit or miss but the great thing about the AEM is I can use it to set the WOT point for the nitrous to spray along with the rpm range it sprays. I will keep the MSD box though because it is quicker to swap pills than to redo the programing. I do not know how to do any of it yet but will learn when I take it back. Some other things that will be adjusted is my cruising fuel trims and something needs to be modified to accommodate for my cams being so far advanced (+4 from the stock TDC setting of 3` retarded so +1) Right now I can be fairly confident in saying I will have the same amount of torque to the wheels as the stock engine rating to the flywheel. I hope to be able to find someone with a camera to record the Nitrous dyno run but we will see. Those runs are really short with the gearing and the amount of power on a 100 shot. I could be really close to 300hp at this point, could be a matter of turning the cam a little in the positive direction. I will continue to update as the updates come available. The new graph can be seen in the gallery. Clay
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Post by dannytuned on Mar 13, 2010 19:39:37 GMT -5
Nice. How bout some video of a dyno run or a burnout or something.
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Post by cwic on Mar 15, 2010 14:52:54 GMT -5
I have a pic of a butnout in the gallery. The plan is to try to get a video when I go back in a couple of weeks.
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Post by cwic on Mar 23, 2010 22:06:42 GMT -5
Well the saga continues. Turns out my a/f ratios are fine where they are now as there was no power gain in making it leaner. The issue I have now is it seems there may be a problem with reversion caused by the cams being advanced so far. My MAF jumps all over the place which is not noticeable when there is nothing trying to make changes in closed loop but with the AEM it is very apparent as it was with the SAFC when I tried to make closed loop changes. The solution is to pay to have the cams retarded which is not cheap but I could not get much input prior on which direction I should go with the cams so I was shooting in the dark and hit my wallet. I plan on retarding them 3` to put me at 1` advanced from TDC. I am currently at 4`advanced. It has been hard to keep track of even for me but I hope I can get it all sorted out soon. My mpg is still crap and will be until the tech has time to find out more about how the stock O2's can be connected to the AEM to change the target a/f the ECU shoots for. One other thing that the tech pointed out is that the ECU is always pulling fuel at low rpm because the cam does not flow as much air down low, but the ECU needs to add a lot of fuel up top because of the cam, which may be more dramatic due to the position of the cams. According to the tech the fuel maps that Jet had were pretty much dead on with little need to change which was nice because it was easy to set up a base map for the AEM. I will try to get that map for future reference. The timing maps from JET were not so good however which I already knew from the logs taken with the CarChip. I will update when things get wrapped up and hopefully post a vid somewhere. Clay
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Post by cwic on Jun 14, 2010 16:07:04 GMT -5
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Post by LimitedOThree on Jun 14, 2010 20:06:47 GMT -5
so that's 300 hp at 4.25k? christ.
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Post by cwic on Jun 14, 2010 22:42:14 GMT -5
that was torque. it is actually down from last run, attributed to new software for the dyno.
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Post by cwic on Mar 28, 2011 12:20:09 GMT -5
Here is the latest run. I went back to have the truck tuned on the Mustang Load Simulating Dyno so all the different cells on the AEM FIC/8 could be tuned. I was told this dyno reads 6% lower than the Dyno Jet but my numbers were right on. My torque was a little lower but you may notice a sharp jump in torque at the end of the run. Well my tranny is slipping and has been for a while. It showed up on this run because the load placed on the vehicle with this dyno made the tranny want to shift. I think this is the reason I have been seeing the torque drop from 200 to 196 and now to about 190. For a point of refernce, between 7.25 and 8.5 sec is the HP/Torque crossover of 5,250RPM's. My average torque was roughly 180 from 3500 to 5300 rpms and about 156 overall not the 176 listed at the bottom. There is no a/f ration on this run but it stays steady at 12.5 throught the run. Clay
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Post by cwic on Jul 3, 2011 22:32:48 GMT -5
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Post by cwic on Apr 18, 2012 12:40:30 GMT -5
Update
Got the truck back from the shop after the t-belt where they also retarded timing 3 degrees. The result on the dyno showed a loss of ~5 peak hp and about 2 across the graph. I also had a compression test done that showed some problems. Only holding 100psi on #1 and 115psi on all the others. Time to start weighing my options but I do not see myself doing any spraying any time soon.
Clay
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Post by cwic on Apr 30, 2012 20:49:22 GMT -5
For reference stock cylinder compression for the 3.0L and the 3.5L in the sport is within specs between 174 and 129psi.
Clay
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