This section allows you to view all posts made by this member. Note that you can only see posts made in areas you currently have access to.
Messages - ttipe
46
« on: June 29 2012, 11:32:34 PM »
In 85 powertrain used specially wired (tapped for signal intercept) ecm which was part of a 3 box unit called "the stack".In the stack the "IM" (signal conditioner) is used to drive the display or the" I^2u".We also had a box where calibrations could be switched on the road by selector switches. This is a very crude description of what was used to calibrate the turbo regals. My car was actually at the strip being evaluated by myself and Jim Royer (powertrain calibrator) prior to purchase through the dealer.The car trapped at 88mph first time out.We were working on this prior to delivery somewhat. Moral of the story the stockers might not have run well of the showroom floor.
47
« on: June 01 2012, 12:03:24 PM »
A couple of things about TT340.Does the flow bench used for the existing curve emulate the fuel lines in a GN? I saw nothing that reflects a wattage/amperage increase with use of the TT340 since the armature and pump size is limited by the size of the pump case.I just saw a racetronics 340m start to tank because the pressure relief valve was letting fuel by at less than peak pressure.This pump had few miles on it.Eric is a good guy and works hard on his calibrations and other products.No slam intended towards Eric.
48
« on: June 01 2012, 06:33:53 AM »
I'm all about "made in America" (and Canada too) but the Denso 280 is a great pump by my experience.Thi s is the Supra fuel pump.A manufacturer is not going to release and install a dud pump to drive warranty costs.The 280 will static a set of 80#'s at 15v in the tank.
A legit Denso should be a good pump. It's history certainly indicates it to be. If it recall correctly, it puts out very little more than a 255 Walbro at 70 psi, however, at normal voltages. If needed, I would rather just buy a pump that was made to deliver the additional volume at normal voltages without having to gimmick the voltage to get there.
The fuel requirements for a twin turbo Supra are 3.5 bar + boost which is achieved at normal system voltage (13.5?).I have the fuel volume to pressure and voltage curves for this pump and there was a lot of mis-communicated data about this pump.If you look at the case area (top/bottom) compared to any of the Walbros its probably double (pi*r^2).The case size allows for a much larger pump arm than Walbro.The "torque" created by the larger pump arm means more volume per swing of the pump arm.This also means more wattage is req'd to drive this pump.The denso pump under load at 12v pulls in the area of 14A.When I increase voltage to 15V current drops to around 11A.I have to find the study I conducted on this pump but its locked up in my messed up external hard drive.This pump does not need 15V to to static a set of 60's at 70 psi.
49
« on: May 31 2012, 09:27:19 PM »
I'm all about "made in America" (and Canada too) but the Denso 280 is a great pump by my experience.Thi s is the Supra fuel pump.A manufacturer is not going to release and install a dud pump to drive warranty costs.The 280 will static a set of 80#'s at 15v in the tank.
50
« on: May 26 2012, 08:32:51 AM »
Steve,I suspect a major software rewrite within the abbaccus software set is required to run Safeguard (like turn off ESC).I'm not saying it can't happen.A lot of consideration would be required.This is a major reason for my enthusiasm of external engine management. On another note I would show up at Steve Y's house after work every once in a while and Walt's car might be mentioned.I know he helped Walt a lot.
51
« on: May 26 2012, 08:05:28 AM »
I'm in the process of getting a JS Safeguard (Vampire).
52
« on: May 25 2012, 10:15:08 PM »
This has been a great thread.This discussion could go round and round for a long time.If I could just suggest that an external management system does provide more control if the user learns how to use it.The tune is the essence of everything that goes on regardless of the system being used.Another factor is that the stock electronic spark control system is not adequate for the power levels that are being produced.We can't hear the onset of knock while making 500 rwhp and it happens so fast.The stock esc system algorithm is not able to separate early inaudible knock from background noise,nor is it fast enough to cope at higher power levels.There is a system available to deal with inaudible knock,but its not cheap.Engine rebuilds are about 3 to 4 times as expensive.
53
« on: May 25 2012, 07:06:10 PM »
Forgot to mention there are a few gutsy/crazy racers running stock short blocks (no forged crank,no caps,no girdle) and surviving in competition with external engine management systems.Contro l of firing parameters saves engines (asside from fatique).
54
« on: May 25 2012, 06:50:06 PM »
An external engine management system (Fast,BS3) is much better than running the stock abbaccus,even with all the add ons.Think of a 12" dia circle and points at every .5" distance around the circle.Now draw lines through every point tangent to the circle.This represents the control resolution of the stock computer.This also represents stock control resolution with respect to all six cylinders.Draw six circles just like the first and place points on all the circles .25" distance around each of the circles.The single circle represents "abbaccus control" using the stock computer (8 bit motorola 68000) for all 6 cylinder air/fuel control events.The 6 circles represent the air/fuel control events for six one cylinder engines operating in firing sequence from a Fast.This sequential individual control provides specific air fuel tables for each cylinder.Take the 6 circles and lay them all on top of each other and this illustrates the control resolution of the Fast compared to the stock computer.The Fast is much quicker than the stock computer.Just the fact that individual,sequential, greater resolution air fuel tables can be managed can keep a car further away from catastrophic destruction via detonation if crazy notions are avoided.Other benefits result from a fast once you get going with it.An external engine management system is expensive,but engine rebuilds are much more expensive.
55
« on: April 30 2012, 09:02:24 AM »
I'll be there.
56
« on: January 03 2012, 02:16:00 PM »
"supersix" its a 2003/04 supercharged dohc 4.6l SVT Cobra.
57
« on: January 01 2012, 12:19:46 PM »
Has somwone had first hand experience going up against a "terminator" Mustang either from a dig or on the roll??
58
« on: December 10 2011, 11:21:00 PM »
TTT
59
« on: December 05 2011, 06:03:30 PM »
A look on ebay is surprising.I've found the correct p/n's (16040749,12223861) for 25.94 shipped.They claim its brand new in the original wrapper out of Naperville Ill.I wonder if it has something to do with "NOS4GN.com"??.I also found some for 40.00 shipped with corect p/n's and declared as new.Both vendors had high ratings.I hate not dealing with "our vendors" if they're reasonably close in price then I need to help out.Good to be posting.I've just been crazy busy with school.
60
« on: December 05 2011, 04:54:20 PM »
Holy Kaddidlehopper,I didn't expect all this help.Thank you very much.I'll try fishing around for a good price.Looks like Eric is pretty reasonable.Eri c has a discount going until Christmas Eve.I'll have a new turbo and speed density to fool with.My car is almost identical to "F1's" white limited,a 10 sec wolf in sheeps clothing.I'm on a mission to destroy these new 5.0's.There was a huge amount of Ford hype in the beginning but the 5.0's are a 12.8 (@ 110 mph) with a good driver in stock trim.There was a custodian at Buick (back in the day) who was running 12.9's with an "in-house" chip and very little done.All the "hype" from these shops makes me sick.
|