--

From: owner-stealth-3000gt-digest@list.sirius.com (Team3S Digest)
To: stealth-3000gt-digest@list.sirius.com
Subject: Team3S Digest V1 #7
Reply-To: stealth-3000gt
Sender: owner-stealth-3000gt-digest@list.sirius.com
Errors-To: owner-stealth-3000gt-digest@list.sirius.com
Precedence: bulk


Team3S Digest         Sunday, October 25 1998         Volume 01 : Number 007




----------------------------------------------------------------------

Date: Sun, 25 Oct 1998 09:30:11 +0100
From: Jim Matthews <matthews@wiesbaden.netsurf.de>
Subject: Re: Team3S: AVC-R tuning (WAS: boost lag, engine rebuild update)

Barry E. King wrote:
>
> It occurred to me that in order to allow the AVC-R to learn maximum boost
> without one would need to get it to learn the maximum boost at an IDC less
> than what it considers dangerous.  To do this you'd have to choose the next
> highest gear and with the goal of achieving maximum desired boost before
> running into the RPM and IDC ceilings.

Correct.  From http://www.apexi-usa.com/docsavcr11.htm

"Please follow the steps below to speed up the self learning
function process.

1. Drive the vehicle in as high of a gear as possible in order to
get the boost pressure to match the specified boost level at the
lowest possible RPM (the intercept RPM).  Running the vehicle
from the intercept RPM + 1000 RPM is acceptable.

2. Next, run the vehicle in the mid and high RPM of a mid-range
gear to match the specified boost level.

3. Repeating steps 1 and 2 will speed up the self learning function."

-Jim
- --
Matthews - Wiesbaden, Germany
matthews@wiesbaden.netsurf.de (64 Kbps ISDN)
http://rover.wiesbaden.netsurf.de/~matthews

*** 3000GT-Stealth International (3Si) Member #0030 ***
http://rover.wiesbaden.netsurf.de/~matthews/stealth.html
Jet Black '94 Dodge Stealth R/T Twin-Turbo AWD AWS 6-spd
Adjustable Active Suspension, Adjustable Exhaust System
K&N FIPK, A'PEXi Super AVC-R (1.0 bar @ 70/84% BADC)
A'PEXi Turbo Timer (30 sec), Bosch Winged Wipers
Magnecore spark plug wires, Redline ShockProof fluids
Metal Matrix brake pads, custom braided brake lines
Michelin Pilot XGT-Z4 245/45ZR17, TS (so far): 166mph
G-Tech Pro: 0-60 4.79 sec, 1/4 13.16 sec @ 113.9 mph


For subscribe/unsubscribe info, our web page is http://www.bobforrest.com/Team3S.htm

------------------------------

Date: Sun, 25 Oct 1998 09:46:28 +0100
From: Jim Matthews <matthews@wiesbaden.netsurf.de>
Subject: Re: Team3S: RE: boost lag, engine rebuild update

Barry E. King wrote:
>
> Jim Matthews wrote:
> >
> > http://www.apexi-usa.com/docsavcr12.htm
> >
> > "Although this unit has a RPM separate self learning function,
> > vehicles maximizing their injectors by 6200 RPM will not be able
> > to use the self learning function during that period because
> > the unit uses the injector signal to read the engine RPM for
> > the self learning function.  In order to have more precise
> > boost control, the solution to this problem is to upgrade to
> > higher capacity injectors."
> >
> Based on what you found, it makes sense that the AVC-R would allow bleed
> down under high IDC situations.  From that blurb it appears that the AVC-R
> simply doesn't learn the boost curve in those circumstances whereas the DSBC
> can since it is not considering the IDC.

So again my questions:

1. Is the Blitz failing to prevent a potentially dangerous
situation?

2. If the injector duty cycle is in the danger zone in the
upper RPMs, then is it true that the stock injectors cannot
handle 1.0 bar at redline and would lean out the mixture?

3. How would a free flowing exhaust affect any of this?  Since
your other message indicates that a bigger turbo increases flow
at the same boost pressure and RPM (I'm still confused about this),
I would assume that a better exhaust would also increase flow.
Would this not cause an even leaner condition?

-Jim
- --
Matthews - Wiesbaden, Germany
matthews@wiesbaden.netsurf.de (64 Kbps ISDN)
http://rover.wiesbaden.netsurf.de/~matthews

*** 3000GT-Stealth International (3Si) Member #0030 ***
http://rover.wiesbaden.netsurf.de/~matthews/stealth.html
Jet Black '94 Dodge Stealth R/T Twin-Turbo AWD AWS 6-spd
Adjustable Active Suspension, Adjustable Exhaust System
K&N FIPK, A'PEXi Super AVC-R (1.0 bar @ 70/84% BADC)
A'PEXi Turbo Timer (30 sec), Bosch Winged Wipers
Magnecore spark plug wires, Redline ShockProof fluids
Metal Matrix brake pads, custom braided brake lines
Michelin Pilot XGT-Z4 245/45ZR17, TS (so far): 166mph
G-Tech Pro: 0-60 4.79 sec, 1/4 13.16 sec @ 113.9 mph

For subscribe/unsubscribe info, our web page is http://www.bobforrest.com/Team3S.htm

------------------------------

Date: Sun, 25 Oct 1998 02:36:16 -0700
From: "Barry E. King" <beking@home.com>
Subject: RE: Team3S: RE: boost lag, engine rebuild update

> -----Original Message-----
> From: owner-stealth-3000gt@list.sirius.com
> [mailto:owner-stealth-3000gt@list.sirius.com]On Behalf Of Jim Matthews
> Sent: Sunday, October 25, 1998 1:46 AM
> To: stealth-3000gt@list.sirius.com
> Subject: Re: Team3S: RE: boost lag, engine rebuild update

<snip>

> So again my questions:
>
> 1. Is the Blitz failing to prevent a potentially dangerous
> situation?

Sure I suppose.  But so is your BOV. ;)  The point is that it is not
function of the boost controller to control fuel delivery.  The SAVC-R has
this safety feature as a bonus.  It is possible to create a similar
situation by using an undersized fuel pump for instance.  Clearly this is
not something a boost controller need be concerned.  There are too many
other factors at play.

I would not consider any boost controller that does not have this safety
feature flawed.  It is up to the operator to ensure that fuel demands to
support additional boost is met.  No different than when you pull up to the
pump.  Should the boost controller react if you put 87 octane into the tank
instead of 92?

> 2. If the injector duty cycle is in the danger zone in the
> upper RPMs, then is it true that the stock injectors cannot
> handle 1.0 bar at redline and would lean out the mixture?

That is the danger, yes.  If you hit 99% at 6800 RPM what does that mean?
Can the injectors supply enough fuel for 7100 RPM or not?  You can't easily
tell for sure so it appears the Apex'i philosophy is "best to err on the
safe side".  Not a bad policy really.

> 3. How would a free flowing exhaust affect any of this?  Since
> your other message indicates that a bigger turbo increases flow
> at the same boost pressure and RPM (I'm still confused about this),
> I would assume that a better exhaust would also increase flow.
> Would this not cause an even leaner condition?

To help explain the flow rate versus pressure, perhaps it may be useful to
use analogous terms in another field.  Electrical "pressure" is expressed as
voltage.  However the amount of electricty flowing through a circuit is
expressed as amperage.  250 V at 0.0001 A is no big deal.  Yet 110 V at 40 A
will deliver a decent kick.  CFM is akin to amperage.  PSI is similar to
voltage.  The overall effect of pressure and flow is of course
inter-related.  An engine is really nothing more than an air pump.  The more
air you can get flowing through it, the more horsepower that engine can
produce.  High cylinder pressures are not an absolute requirement to high
flow.  Higher boost pressure does mean more flow to a point, but it is
possible to select a turbocharger that flows more air at lower boost levels.
This depends totally upon the characteristics of the specific turbo since
each design has an optimal range of operation outside of which it becomes
rather ineffective.

As to the exhaust, all other things being equal, a free flowing exhaust may
actually reduce boost pressures.  This does not mean flow is decreased, in
fact, if boost pressures drop it most likely means that flow has increased
since there is less resistance in the system.  This is a good thing.

More flow means more air which would, as you indicated, create a lean
condition if fuel was not also increased proportionally.  However, the ECU
should be able to compensate for this since it bases fuel requirements (in
open loop operation) primarily on airflow as measured by the MAS.  Other
sesnors contribute like intake air temp (IAT), coolant temperature and
barometric pressure, but the MAS is the most relied upon.  That doesn't mean
it isn't possible to get into a situation where the capabilities of a given
ECU to compensate are not exceeded.

I beleive in the case of the VR4 this will not be a concern since the ECU
seems to just dump fuel into the system as quickly as it can beyond certain
RPMs at WOT.  This creates a pretty much constant rich condition.  High
cylinder pressures (too much boost, too much air) and exceeding capabilities
of the stock fuel system's ability to deliver the required fuel (injectors
and pump) are more realistic concerns.

Hope that helps.

An interesting (to me anyway) anecdote from my first day with the TRE MASC
several weeks ago.  I had disconnected the oxygen sensors to force open loop
operation.  This is a normal step when dialing in a fuel computer as it
greatly eases the tuning process by keeping the ECU from trying to trim the
fuel delivery.  The sensors get reconnected after base tuning is complete.
Anyway, at one point I was so far out to lunch on the mixture -- way too
rich (beta unit, noone else had ever tried it on a 3000, including TRE) --
that I had to make dramatic changes to the airflow with the MASC to
compensate.  I guess the ECU must've thought something was wrong with the
airmeter.  The ECU raised a CE light, coughed once or twice, then magically
started running extremely well.  I was confused for a moment or two as to
what was going on.  Here I was with a car that one moent was so rich it
would barely run, and the next minute I'm crusing merrily along with no
worries.

The ECU was able to deliver a safe mixture without oxygen sensors or MAS
readings.  I could use WOT, cruise or whatever.  It just wasn't quite as
peppy as it could be.  OPeration above 4000 RPM was not great however, I
suspect due to the conservatively rich setting introduced by the ECU's
fallback fuel map.  The ECU will throw out sensor inputs if they do not jive
with inputs from other sensors.  This is pretty much standard fair in most
vehicles, but it was very interesting to me when it actually occurred.


Regards,

Barry

For subscribe/unsubscribe info, our web page is http://www.bobforrest.com/Team3S.htm

------------------------------

Date: Sun, 25 Oct 1998 10:47:59 +0100
From: "R.G." <robby@swissonline.ch>
Subject: Re: Team3S: Smoke from pipes

> I asked Roger about it when I got there and he said that this is normal with
> turbo cars.  Maybe Maximum Boost will have something to say about this.

I just don't know why this is but I learned that this is with a lot turbo cars
and also the tuning-guy told me that it is very common. No I haven't found any
theory for this :(

> At any rate, I'm relieved that you didn't smell oil, as that's
> the last thing I need to worry about right now!

Well, ya know where to look at. Just pull the soft IC pipes from the y-pipe and
look if there's some oil deposit. Mine looked like the small picture I attached
(sorry guys, I don't have it on my website yet) and this was definitely too
much. Next time you head down or we will meet somewhere I can bring the
compression tester with me to check the fronts at least.

> Maybe I'll give that guy from the German GTO club a call in case he lost my
> number...

YES ! Do so :)

Cheers, Roger
- -----------------------
Roger Gerl, Switzerland
93'3000GT TwinTurbo (Animale Rosso)
For subscribe/unsubscribe info, our web page is http://www.bobforrest.com/Team3S.htm

------------------------------

Date: Sun, 25 Oct 1998 10:48:05 +0100
From: "R.G." <robby@swissonline.ch>
Subject: Re: Team3S: boost lag

Jim wrote :
> When my AVC-R sees the IDC get above 90%, it starts blinking, and this
> is when the boost level starts decreasing.

> "The display will begin to flash if the injectors reach
> over 98% capacity." (so what?)

So, what does it in reality ?? Does your display start blinking at 90% or like
Apexi says at 98% ?? IMHO, 98% is way too high for a safety feature ! Maybe it's
programmable or an "undocumented feature" ;-)

The Supra guys are loving the AVC-R a lot (they had a GP going on recently for
$430 !) and maybe it's worth to speak with them on their list to get more
knowledge :)

Cheers, Roger
For subscribe/unsubscribe info, our web page is http://www.bobforrest.com/Team3S.htm

------------------------------

Date: Sun, 25 Oct 1998 10:48:10 +0100
From: "R.G." <robby@swissonline.ch>
Subject: Re: Team3S: EGT ! (was: boost lag)

Barry et all,

Great thread !! Thanks Barry for the superb input :)

> Exactly where EGT is measured can also make a significant difference. Ideally
> you want the pyrometer 10" from the flame front.  This isn't always possible.

IMHO, the best position to measure EGT is BEFORE the turbine in the manifold.
But considering your 10" (25.4cm) they should be installed in the precats. When
the new manifolds are ready I plan to install the probes in there as well as a
tube comming out to measure the pressure. Barry, where have you installed the
probes for the TRE ?

Thanks,
Roger
- -----------------------
Roger Gerl, Switzerland
93'3000GT TwinTurbo (Animale Rosso)
For subscribe/unsubscribe info, our web page is http://www.bobforrest.com/Team3S.htm

------------------------------

Date: Sun, 25 Oct 1998 10:48:20 +0100
From: "R.G." <robby@swissonline.ch>
Subject: Re: Team3S: boost lag, engine rebuild update

> > over 98% capacity." (so what?)
> Visual clue that you're heading into the danger zone.

I totally agree !

> > Would the AVC-R also be able to hold 1.0 bar
> > at redline like the Blitz if all of the other mods were the
> > same?  I don't understand why one controller would be able
> > to sustain boost better than another.  It must be that my
> > stock exhaust is simply too restrictive.

One theory is that the BCs alternates the wastegates and therefore give a
different top end. Before I installed the exhaust I got the Blitz and did the
first testings. After installing DP/Cat and cat-back I haven't discovered a big
difference. But I'm sure the precats together with the small turbos are
representing a major restrictivement in the system. The Blitz held boost up to
the redline with the stock exhaust too. Of course I also had a drop in boost but
only about 0.2bars.

> Based on what you found, it makes sense that the AVC-R would allow bleed
> down under high IDC situations.  From that blurb it appears that the AVC-R
> simply doesn't learn the boost curve in those circumstances whereas the DSBC
> can since it is not considering the IDC.

That sounds possible to me too.

> Since tuning in the MASC I haven't been reaching above 98% (typically hit
> 92-94% -- still too high IMO) so I would not have experienced this
> situation.  Kind of a nice safety feature actually.

Yes, it definitely is ! Unfortunately, I haven't found out what signal the IDC
carries and how it can be interpreted. But I hope to be able to set a desired
warning limit too :)

Cheers, Roger

- -----------------------
Roger Gerl, Switzerland
93'3000GT TwinTurbo (Animale Rosso)
For subscribe/unsubscribe info, our web page is http://www.bobforrest.com/Team3S.htm

------------------------------

Date: Sun, 25 Oct 1998 01:38:39 -0700
From: Dave Allison <dave@languys.com>
Subject: Team3S: RE: boost lag, engine rebuild update

At 11:56 AM 10/24/98 , you wrote:
>Bigger turbos increase air flow.  More air means more fuel required.  If you
>don't change the fuel you'll have a leaner mixture, even at the same boost
>as a smaller turbo.  Boost by itself does not determine mixture.

Yes, bigger turbos increase airflow, therefore producing higher levels of
boost.

>A stock 9B flows roughly 265 CFM @ 15 PSI.  An unported 15G will flow
>roughly 404 CFM @ 15 PSI.  The stock turbo is capable of delivering 530 CFM
>versus the 808 CFM of the 15G at the same boost of 15 PSI.  Big difference.
>Actual airflow through the combustion chamber will vary on other factors,
>but I'm sure you get the point.

First of all, let me say that Barry is my hero for all the pioneering he's
done with the TRE MASC. I'm completely jealous of his status as "official
beta tester of the 3000GT TRE MASC". :)

But...

I think you're confusing what these manufacturer specs are conveying. A 9B
turbo does not 'flow 265cfm', nor does a 15G 'flow 404cfm'.

CFM is simply airflow rate. Airflow rate is closely tied to engine RPM
(displacement * rpm * 0.5 * volumetric efficiency) / 1728.

What the specs you quoted mean is that a stock 9B can produce 15psi at
265cfm, a lower engine rpm and quickly attainable number. A 15G will
require 404cfm from the car to reach 15psi of boost.

This is what is commonly known as boost lag. A larger turbo will require a
higher flowrate to achieve an equivalent level of boost. Reaching 265cfm on
stock turbos will not only happen quicker due to the 9B's characteristic of
producing higher boost pressure at lower cfm, but also because the early
boost levels increase the cfm exponentially faster. It will reach the
required airflow to produce 15psi much quicker than the large turbo. A
larger turbo will not begin to produce high boost pressures until the cfm
is much higher, thus boost lag.

I think what you're saying is that a larger turbo will be producing more
airflow at a specific level of boost. Turbos are not rated by how much
airflow they produce. They are rated by what amount of airflow is required
to achieve a particular level of boost. Generally, the lower the number,
the faster they spool up.

>The point of larger turbos is not to raise boost but to increase the amount

>of air flowed at a given boost.  The side benefit is that larger turbos also
>can achieve higher boost levels and hold it lopnger throughout the RPM
>range.

The ONLY point of larger turbos is to raise boost. And perhaps to move the
torque curve towards the higher rpm's for performance during higher speeds.

>Combustion temperatures (and therefore EGT) is dependant solely on mixture
>and the efficiency of the combustion.  Exactly where EGT is measured can
>also make a significant difference.  Ideally you want the pyrometer 10" from
>the flame front.  This isn't always possible.  Consider also the distance
>from each exhaust port in a mutli-cyclinder application to a single
>pyrometer.  Heat is some aggregate of each hole with furthest cylinders
>contributing less than the closest ones.  We're starting to split hairs here
>but the point is when comparing numbers all this needs to be at least
>considered.

For the TRE MASC, were you able to connect an extra pyrometer? Wasn't it
the MASC that had the capability of dual EGT gauges? This is too cool!

BTW, I'd love to pick your brain when it comes time for me to tune the TRE
MASC. Did you have someone in the cockpit keeping an eye on the readings?
How long did it take until you were comfortable with the A/F ratios? Tell
us more about your prototype experiences with this unit! :)

Seeya!

Dave Allison

For subscribe/unsubscribe info, our web page is http://www.bobforrest.com/Team3S.htm

------------------------------

Date: Sun, 25 Oct 1998 06:29:11 -0800
From: Dave Allison <dave@languys.com>
Subject: Team3S: Hell no, we won't flow! ;) (was RE: boost lag, engine rebuild update)

Heya guys!

I hope the charter for this moderated mailing list includes civilized
disagreements, cuz I got one here for ya! :) I'm not looking for strife,
only trying to kill misinformation before it finds it's way into an FAQ or
becomes common knowledge.

Please note that formulas below and in previous posts are taken directly
from several books regarding turbocharging theory, including, "Maximum
Boost: Designing, Testing, and Installing Turbocharger Systems", by Corky
Bell.

At 01:36 AM 10/25/98 , Barry E. King wrote:
>To help explain the flow rate versus pressure, perhaps it may be useful to
>use analogous terms in another field.  Electrical "pressure" is expressed as
>voltage.  However the amount of electricty flowing through a circuit is
>expressed as amperage.  250 V at 0.0001 A is no big deal.  Yet 110 V at 40 A
>will deliver a decent kick.  CFM is akin to amperage.  PSI is similar to
>voltage. 

You can't say this. increasing PSI increases CFM, increasing voltage does
not increase amperage. This is why when you calculate the airflow rate of a
turbocharged engine, you multiply the non-aspirated cfm of the engine by
the pressure ratio (boost psi) of the turbocharger, in our case 15psi (or
1.02bar). Higher boost (psi) equals higher pressure ratio (cfm).

Boost is directly related to airflow. Airflow is a result of boost
pressure. As you increase boost (pressure ratio) you increase airflow
rate(cfm). There is no such thing as a turbo having "better flow" than
another one. That is, unless you are referring to turbo lag. To put it more
simply:

15psi is 15psi is 15psi. It doesn't matter what size the turbo that is
producing it. It won't "flow" better if you have a larger turbo. It WILL
flow better if you increase the boost, but there is no advantage (other
than "boost threshold") of one turbo vs. another when they are at the same
boost level. If a stock turbo is keeping the compressor at a constant 15psi
at all times, how can a larger turbo have an advantage at 15psi also? The
larger turbo does not increase the density ratio (# of air molecules packed
into each inch) either.

>The overall effect of pressure and flow is of course
>inter-related.  An engine is really nothing more than an air pump.  The more
>air you can get flowing through it, the more horsepower that engine can
>produce.  High cylinder pressures are not an absolute requirement to high
>flow. 

Um... yes they are. The only thing that increases flow (cfm) is pressure
ratio (boost), increase of displacement, or engine rpm. There simply are no
other variables.

>Higher boost pressure does mean more flow to a point, but it is
>possible to select a turbocharger that flows more air at lower boost levels.

This "flow" quality you refer to makes no sense, since the absence of air
movement is what creates pressure. You can't flow more air without
DECREASING boost. There IS no "flow" issue if the boost PSI being produced
is equivalent on two different sized turbos.

>This depends totally upon the characteristics of the specific turbo since
>each design has an optimal range of operation outside of which it becomes
>rather ineffective.

Each design has an optimal range of cfm/pressure ratio outside of which it
becomes rather ineffective. Most properly applied turbos run in the 70-76%
range of efficiency. This is called compressor efficiency and has to do
with thermodynamic efficiency. It has nothing to do with what kind of
"flow" a turbo can produce.

>As to the exhaust, all other things being equal, a free flowing exhaust may
>actually reduce boost pressures. 

A free flowing exhaust INCREASES boost pressure due to the decrease of
back pressure. When installing an exhaust and intake to our cars, HKS, and
me, notes an increase of 1psi due to drop in backpressure.

>This does not mean flow is decreased, in
>fact, if boost pressures drop it most likely means that flow has increased

>since there is less resistance in the system.  This is a good thing.

I'm still having a hard time with this "flow" thing. Maybe I'm
misunderstanding you. Are we only talking about airflow AFTER the exhaust
manifold? Obviously you don't get the same psi AFTER the manifold as you do
BEFORE the manifold. Even then I don't understand how the "flow" will be
affected after the turbine outlet is done with the exhaust.

Finally, let me say thanks to all the great informative posts I've had the
privilege to peruse this week. Some quality info to be gleaned from them.
Those poor souls at starnet will have to be happy with discussions of wiper
fluids and chromed brake calipers. :)

Seeya!

Dave Allison

For subscribe/unsubscribe info, our web page is http://www.bobforrest.com/Team3S.htm

------------------------------

Date: Sun, 25 Oct 1998 16:49:51 +0100
From: Jim Matthews <matthews@wiesbaden.netsurf.de>
Subject: Re: Team3S: flow, leaning out

Dave Allison wrote:
>
>         15psi is 15psi is 15psi. It doesn't matter what size the turbo that is
> producing it. It won't "flow" better if you have a larger turbo.

This is my understanding and is why I asked the question in the
first place.  A bigger turbo will not lean out the mixture at
the same boost pressure and RPM, as was previously suggested.
Volume is constant (displacement), pressure is constant, frequency
is constant (RPM), and fuel is constant (IDC).  Therefore, mixture
is unchanged.


> It WILL
> flow better if you increase the boost, but there is no advantage (other
> than "boost threshold") of one turbo vs. another when they are at the same
> boost level. If a stock turbo is keeping the compressor at a constant 15psi
> at all times, how can a larger turbo have an advantage at 15psi also? The
> larger turbo does not increase the density ratio (# of air molecules packed
> into each inch) either.

Actually, there can be an advantage.  A bigger turbo has a
maximum efficiency that occurs higher in the rev band, so
in the upper RPMs, a larger turbo will reduce EGTs vs. a
smaller turbo for the same boost pressure and RPM.  Take
a look at Maximum Boost on page 24: "Keep in mind at all
times that when efficiency drops off, heat produced by
the turbo goes up.  If a turbo were sized such that
maximum efficiency occurred at one-third of the rev range,
efficiency at or near the redline would taper off to where
the charge temperature would be scorching hot.  At the
other extreme, if maximum efficiency were at the redline,
mid-range temperatures could get out of hand." "Somewhere
in the middle of the useful rev range of the engine lies
the best place to locate the maximum efficiency point."


>         A free flowing exhaust INCREASES boost pressure due to the decrease of
> back pressure. When installing an exhaust and intake to our cars, HKS, and
> me, notes an increase of 1psi due to drop in backpressure.

What do you mean here?  The boost controller should still
limit boost, so boost should not increase.  Do you mean
you're seeing a 1 psi increase at certain RPMs while the
turbo is in the process of spooling up compared with the
pressure at those RPMs before the exhaust was installed?
I think a free flowing exhaust increases the rate at which
the specified boost pressure can be attained and allows
higher boost pressures to be reached when the limit on
the controller is cranked up.

But as I already discovered, my stock exhaust is not what is
keeping me from seeing 1.0 bar at high RPMs, it's the safety
feature built in to my SAVC-R that keeps my mixture from leaning
out.  Maybe this feature is just a bonus as Barry suggests and
folks shouldn't expect it to be in a boost controller anyway,
but I think the point I was trying to make when I began this
thread is still valid.  Those of you who have tuned the Blitz
to maintain 1.0 bar at redline with the stock injectors may
want to invest in an A/F meter to make sure your mixture isn't
too lean.

Thanx for the discussion!

-Jim
- --
Matthews - Wiesbaden, Germany
matthews@wiesbaden.netsurf.de (64 Kbps ISDN)
http://rover.wiesbaden.netsurf.de/~matthews

*** 3000GT-Stealth International (3Si) Member #0030 ***
http://rover.wiesbaden.netsurf.de/~matthews/stealth.html
Jet Black '94 Dodge Stealth R/T Twin-Turbo AWD AWS 6-spd
Adjustable Active Suspension, Adjustable Exhaust System
K&N FIPK, A'PEXi Super AVC-R (1.0 bar @ 70/84% BADC)
A'PEXi Turbo Timer (30 sec), Bosch Winged Wipers
Magnecore spark plug wires, Redline ShockProof fluids
Metal Matrix brake pads, custom braided brake lines
Michelin Pilot XGT-Z4 245/45ZR17, TS (so far): 166mph
G-Tech Pro: 0-60 4.79 sec, 1/4 13.16 sec @ 113.9 mph
For subscribe/unsubscribe info, our web page is http://www.bobforrest.com/Team3S.htm

------------------------------

Date: Sun, 25 Oct 1998 15:47:16 +0100
From: Jim Matthews <matthews@wiesbaden.netsurf.de>
Subject: Re: Team3S: boost lag

R.G. wrote:
>
> Jim wrote :
> > When my AVC-R sees the IDC get above 90%, it starts blinking, and this
> > is when the boost level starts decreasing.
>
> > "The display will begin to flash if the injectors reach
> > over 98% capacity." (so what?)
>
> So, what does it in reality ?? Does your display start blinking at 90% or like
> Apexi says at 98% ?? IMHO, 98% is way too high for a safety feature ! Maybe it's
> programmable or an "undocumented feature" ;-)

I admit that it's hard to look down in the armrest compartment
where my SAVC-R is mounted when taching it out in 3rd, but I'll
stick with 90%, despite what the manual says.  I'll try again
on the way to work tomorrow and post if I find otherwise.

- --
Matthews - Wiesbaden, Germany
matthews@wiesbaden.netsurf.de (64 Kbps ISDN)
http://rover.wiesbaden.netsurf.de/~matthews

*** 3000GT-Stealth International (3Si) Member #0030 ***
http://rover.wiesbaden.netsurf.de/~matthews/stealth.html
Jet Black '94 Dodge Stealth R/T Twin-Turbo AWD AWS 6-spd
Adjustable Active Suspension, Adjustable Exhaust System
K&N FIPK, A'PEXi Super AVC-R (1.0 bar @ 70/84% BADC)
A'PEXi Turbo Timer (30 sec), Bosch Winged Wipers
Magnecore spark plug wires, Redline ShockProof fluids
Metal Matrix brake pads, custom braided brake lines
Michelin Pilot XGT-Z4 245/45ZR17, TS (so far): 166mph
G-Tech Pro: 0-60 4.79 sec, 1/4 13.16 sec @ 113.9 mph

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------------------------------

Date: Sun, 25 Oct 1998 11:47:38 -0500
From: "Bill Miller" <millebi@kw.igs.net>
Subject: Team3S: Flow/boost discussion

Hi all,

Just thought I would add a little something to this discussion (even though I don't know
a whole lot about turbos). The Team3S list is more informative in a week than
Starnet/Dragnet has been in a year. And now on to some blathering ...

The best analogy that I've ever been told about flow vs pressure is the garden hose vs
fire hose. The question becomes : What would you rather have aimed at you, a garden hose
or a fire hose assuming they are both at the same pressure... say 15 PSI. Of course most
people will answer a garden hose. The reason is that the garden hose is "flowing" less
water than the fire hose because the diameters are different. (1 inch garden hose, 3 inch
fire hose, I don't remember the formula but I'm sure its related by diameter by something
cubed)

Now applying this to the discussion (very interesting and informative if I may comment)
there seems to be some discussion/dissention on why one turbo flows more than another
even when they are at the same pressure (15PSI is 15PSI is 15PSI). Now here's the
interesting question. Has anyone upgraded their piping in the engine compartment or is
everyone using the same stock pipes? I'm guessing that Barry (I think he's the one using
the TRE MASC <sp??>) may have upgraded his piping because that's the whole point of that
new unit (not exactly but kinda...).

Upgrading the exhaust will of course allow better "breathing" due to the fact that the
cylinders will be able to "evacuate" faster because of less back pressure. Now this
assumes that the exhaust manifold has been changed, because otherwise you wouldn't get
the best use of the freer flowing exhaust. (Hook up a garden hose to a fire hose; not
much changes in the garden hose, it still flows about the same).

So, assuming that both ends (before and after the cylinders) have been increased in size
then Yes a larger turbo will "flow" more than a smaller one. The reason is that a larger
turbo will have a different efficiency at different RPMs than a smaller turbo. I don't
remember the numbers but I think someone was attempting to get to this point; that a 15G
will give more air flow (assuming larger piping) than a 9B at 15PSI because of the
differences in compressor size and efficiency at whatever RPM the turbo is spinning. As
far as I know turbo compressor wheels will suffer from "cavitation" just like a water
propeller does if it spins too fast. This relates to the efficiency of the turbo,
spinning a 9B at twice the speed of a 15G will not give double the flow.

Someone else mentioned that the biggest difference between the 9B and 15G were that the
15G will take longer to spool up but that it wouldn't be able to flow more after it had
achieved a usefull RPM because 15PSI is 15PSI. The author neglects to mention that they
assumed stock piping.
- ---
Sheesh ... I'm all over the place in the post... but hopefully I may have made my point
that unless we talk about the piping (Intake and Exhaust) size along with turbo size,
rather than discussing turbos only, we will end in a futile argument because people will
be comparing apples to oranges. As someone pointed out 15 PSI is 15 PSI in a stock intake
with stock exhaust, and it doesn't matter what turbo is in the middle. (BTW: A lot of my
knowledge about compressors is from my uncle who owns a couple of patents on compressor
design)

Maybe I helped... maybe I hindered... but I think I understood all of what everyone is
trying to say (may not have explained anything but ... hey I tried).

Bill
91 TT "Old Red"
Completely stock.
Humpty Dumpty was pushed...
For subscribe/unsubscribe info, our web page is http://www.bobforrest.com/Team3S.htm

------------------------------

Date: Sun, 25 Oct 1998 10:20:58 -0700
From: "Barry E. King" <beking@home.com>
Subject: RE: Team3S: EGT ! (was: boost lag)

Actually Roger I agree with you -- they should be before the turbine.  I
should have stated that.  The turbo will extract a varying amount of heat
depending upon exhaust gas velocity and boost.  This may leave one doing too
much guessing.

I currently have one probe installed in the rear O2 housing.  I too have
header which are not yet installed in the car.  My plan is to put the new
pyrometers in the headers after the collector.


Barry

> -----Original Message-----
> From: owner-stealth-3000gt@list.sirius.com
> [mailto:owner-stealth-3000gt@list.sirius.com]On Behalf Of R.G.
> Sent: Sunday, October 25, 1998 2:48 AM
> To: stealth-3000gt@list.sirius.com
> Subject: Re: Team3S: EGT ! (was: boost lag)
>
>
> Barry et all,
>
> Great thread !! Thanks Barry for the superb input :)
>
> > Exactly where EGT is measured can also make a significant
> difference. Ideally
> > you want the pyrometer 10" from the flame front.  This isn't
> always possible.
>
> IMHO, the best position to measure EGT is BEFORE the turbine in
> the manifold.
> But considering your 10" (25.4cm) they should be installed in the
> precats. When
> the new manifolds are ready I plan to install the probes in there
> as well as a
> tube comming out to measure the pressure. Barry, where have you
> installed the
> probes for the TRE ?
>
> Thanks,
> Roger
> -----------------------
> Roger Gerl, Switzerland
> 93'3000GT TwinTurbo (Animale Rosso)
> For subscribe/unsubscribe info, our web page is
> http://www.bobforrest.com/Team3S.htm
>

For subscribe/unsubscribe info, our web page is http://www.bobforrest.com/Team3S.htm

------------------------------

Date: Sun, 25 Oct 1998 11:23:50 -0600
From: xwing <xwing@execpc.com>
Subject: Team3S: RE: boost/ lag/turbo theory

I have several disagreements with Dave on this :)  as outlined:

Dave Allison wrote:
> I think you're confusing what specs conveying. A 9B
> turbo does not 'flow 265cfm', nor 15G 'flow 404cfm'.
> CFM is airflow rate. Airflow rate is closely tied to engine RPM
> What you quoted mean is stock 9B produce 15psi at
> 265cfm, a lower engine rpm and quickly attainable number. A 15G will
> require 404cfm from the car to reach 15psi of boost.

A 9B doesn't have to be FLOWING 265cfm to "reach" 15psi PRESSURE.  A 15G
doesn't
"require" to be flowing 404cfm to "reach" 15psi PRESSURE.

If 15G car is at 3000rpm and you have it floored, in 3rd gear, as we all
know we can reach UNGODLY boost pressures (>20psi) BUT CLEARLY the
engine is pumping WAY too slowly to accept a total of 808cfm = 600+hp!
We are NOT making 600hp at 3000rpm! so we are NOT using 808cfm YET WE
HAVE 20+psi boost.  The turbine is spinning relatively midrange speed,
being held back by ALL THAT PRESSURE it is making on compressor side.
As RPM's of engine go up, turbine speeds pick up, boost stays above
20psi...but AIRFLOW is INCREASING.  Once you are turning HIGH ENGINE
rpm's the ENGINE is demanding MORE AIR than the little turbos can pump
to MAINTAIN 20psi+, so our boost starts FALLING OFF as rpm's get higher,
until by 7000rpm maybe we have 18psi or so with 15G's.  IF we got to 15
psi with 15G's AT MAX acceptable TURBINE SPEED (max turbo output
capability) THAT is where turbo would be producing 404cfm.  From simple
formulae, a total of 808cfm makes ABOUT ?600hp (didn't look it up) which
we really don't reach at 15psi.  So, really, we aren't truly ever
getting 404cfm from them...but it IS a very useful common basis point of
comparison!

> A larger turbo will not begin to produce high boost pressures until the cfm
> is much higher, thus boost lag.

This is just not quite true; see above.  A larger turbo can (if desired)
produce higher boost at same engine rpm if it is designed to do so by
turbine vs compressor design.  Lag is caused (in part) by a larger
turbine section/clipped turbine wheels so turbine needs MORE exhaust
flow to turn same shaft rpm/force compressor side.
 
> I think what you're saying is that a larger turbo will be producing more
> airflow at a specific level of boost. Turbos are not rated by how much
> airflow they produce. They are rated by what amount of airflow is required
> to achieve a particular level of boost. Generally, the lower the number,
> the faster they spool up.

Turbos are SPECIFICALLY rated in part by how much airflow they produce!
A "compressor map" is specifically a graph of airflow (lbs/hr) on X-axis
vs. pressure ratio on Y-axis.  You don't NEED to have a certain cfm to
have exactly that pressure; there are a NUMBER of airflow values that
correspond to a certain psi, and vice-versa.
 
> The ONLY point of larger turbos is to raise boost. And perhaps to move the
> torque curve towards the higher rpm's for performance during higher speeds.

This is not quite right.  There are a number of reasons to get larger
turbochargers. 
1)  To be able to support a higher boost at a certain RPM target than
current smaller turbos can muster
2)  To be able to make a CERTAIN boost pressure at a more EFFICIENT
point on compressor map, thus "beating up" the air less-->LOWER
compressor outlet air temp-->less likely to detonate, and more DENSE air
for SAME pressure=MORE oxygen content at SAME pressure as smaller turbo
on less-efficient portion of ITS compressor map.
3)  For more durability--maxxing out a little turbo, spinning it past
ITS "redline" so as to get the last couple psi boost, takes toll on the
poor turbo bearings and (smaller turbo with smaller)
bearings/shafts/thrust surfaces.  Going to larger turbo can sometimes,
therefore, increase reliability.
 
At least, that is my take on things; good discussion!  What do you
think, Dave?

Jack Tertadian
For subscribe/unsubscribe info, our web page is http://www.bobforrest.com/Team3S.htm

------------------------------

Date: Sun, 25 Oct 1998 10:27:39 -0700
From: "Barry E. King" <beking@home.com>
Subject: RE: Team3S: boost lag, engine rebuild update

> -----Original Message-----
> From: owner-stealth-3000gt@list.sirius.com
> [mailto:owner-stealth-3000gt@list.sirius.com]On Behalf Of R.G.
> Sent: Sunday, October 25, 1998 2:48 AM
> To: stealth-3000gt@list.sirius.com
> Subject: Re: Team3S: boost lag, engine rebuild update

<snipped>

> One theory is that the BCs alternates the wastegates and therefore give a
> different top end. Before I installed the exhaust I got the Blitz
> and did the
> first testings. After installing DP/Cat and cat-back I haven't
> discovered a big
> difference. But I'm sure the precats together with the small turbos are
> representing a major restrictivement in the system. The Blitz
> held boost up to
> the redline with the stock exhaust too. Of course I also had a
> drop in boost but
> only about 0.2bars.

As to the DSBC, this makes sense to me, but I recall asking you about this
once before.  In order for the DSBC to control each actuator separately,
there wouldhave to be two separate solenoids (which as I understand it, the
DSBC indeed does).  Each solenoid would have to have an completely separate
and independant access to one and only one actuator.  The last time I asked
about this you  said it was not plumbed this way.  It must be plumbed this
way in order to control each actuator individually.

> Yes, it definitely is ! Unfortunately, I haven't found out what
> signal the IDC
> carries and how it can be interpreted. But I hope to be able to
> set a desired
> warning limit too :)

If you let me beta test your logger I'll give you a whole bunch of signal
specifications ;)

> Cheers, Roger



Barry

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------------------------------

Date: Sun, 25 Oct 1998 11:07:11 -0700
From: "Barry E. King" <beking@home.com>
Subject: RE: Team3S: RE: boost lag, engine rebuild update

> -----Original Message-----
> From: owner-stealth-3000gt@list.sirius.com
> [mailto:owner-stealth-3000gt@list.sirius.com]On Behalf Of Dave Allison
> Sent: Sunday, October 25, 1998 1:39 AM
> To: stealth-3000gt@list.sirius.com
> Subject: Team3S: RE: boost lag, engine rebuild update

Dave,

> First of all, let me say that Barry is my hero for all the
> pioneering he's
> done with the TRE MASC. I'm completely jealous of his status as "official
> beta tester of the 3000GT TRE MASC". :)

And it works!  Turbo spool-up occurs about 500 RPM lower in the RPM range
with the 83 mm airmeter and the MASC dialed in.

> But...

Uh oh..a "but"...  ;)

> I think you're confusing what these manufacturer specs are
> conveying. A 9B
> turbo does not 'flow 265cfm', nor does a 15G 'flow 404cfm'.
>
> CFM is simply airflow rate. Airflow rate is closely tied to
> engine RPM
> (displacement * rpm * 0.5 * volumetric efficiency) / 1728.
>
> What the specs you quoted mean is that a stock 9B can
> produce 15psi at
> 265cfm, a lower engine rpm and quickly attainable number. A 15G will
> require 404cfm from the car to reach 15psi of boost.

<snip>

> Turbos are not rated by how much
> airflow they produce. They are rated by what amount of airflow is required
> to achieve a particular level of boost. Generally, the lower the number,
> the faster they spool up.

<more stuff snipped>

I understand what you are saying but what you are suggesting is contrary to
my information.


> >The point of larger turbos is not to raise boost but to increase
> the amount
>
> >of air flowed at a given boost.  The side benefit is that larger
> turbos also
> >can achieve higher boost levels and hold it lopnger throughout the RPM
> >range.
>
> The ONLY point of larger turbos is to raise boost. And
> perhaps to move the
> torque curve towards the higher rpm's for performance during
> higher speeds.

More airflow means that a given boost pressure can be maintained longer
throughout the operational range.  Clealry pressure and flow are related, as
you stated.


> For the TRE MASC, were you able to connect an extra
> pyrometer? Wasn't it
> the MASC that had the capability of dual EGT gauges? This is too cool!

I have not installed both pyrometer supplied with the MASC yet.  You are
correct though, two pyrometers are supplied along with a switch to select
which one is monitored.  Some future version of the MASC will allow
concurrent monitoring of two or more pyrometer channels, and possibly even
two oxygen sensors.


> BTW, I'd love to pick your brain when it comes time for me
> to tune the TRE
> MASC. Did you have someone in the cockpit keeping an eye on the readings?
> How long did it take until you were comfortable with the A/F ratios? Tell
> us more about your prototype experiences with this unit! :)

Did you purchase one?  Is it in your hands yet?  I will be more than happy
to provide you with any information I have and act as a sounding board if
you encounter a tuning or installation quandry.

> Seeya!
>
> Dave Allison



Regards,

Barry

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------------------------------

Date: Sun, 25 Oct 1998 11:51:01 -0700
From: "Barry E. King" <beking@home.com>
Subject: RE: Team3S: Hell no, we won't flow! ;) (was RE: boost lag, engine rebuild update)

> Heya guys!
>
> I hope the charter for this moderated mailing list includes
> civilized
> disagreements, cuz I got one here for ya! :) I'm not looking for strife,
> only trying to kill misinformation before it finds it's way into an FAQ or
> becomes common knowledge.

Hehe.  This is good and it isn't a pissing contest.

> Please note that formulas below and in previous posts are
> taken directly
> from several books regarding turbocharging theory, including, "Maximum
> Boost: Designing, Testing, and Installing Turbocharger Systems", by Corky
> Bell.

Corky is a demi-gogue.

<snip>

> You can't say this. increasing PSI increases CFM, increasing voltage
> does not increase amperage.

<snip>

Understood.  The garden hose analogy posed by someone else would have been
much better.  Instead of using a larger hose, you open the faucet a little
more.

> Boost is directly related to airflow. Airflow is a result of boost
> pressure. As you increase boost (pressure ratio) you increase airflow
> rate(cfm). There is no such thing as a turbo having "better flow" than
> another one. That is, unless you are referring to turbo lag. To
> put it more
> simply:
>
> 15psi is 15psi is 15psi. It doesn't matter what size the
> turbo that is
> producing it. It won't "flow" better if you have a larger turbo. It WILL
> flow better if you increase the boost, but there is no advantage (other
> than "boost threshold") of one turbo vs. another when they are at the same
> boost level. If a stock turbo is keeping the compressor at a
> constant 15psi
> at all times, how can a larger turbo have an advantage at 15psi also? The
> larger turbo does not increase the density ratio (# of air
> molecules packed
> into each inch) either.

The point is, a larger turbo is capable of flowing more air which allows you
to turn up the boost.  The 9B for instance is a tiny turbo.  After a certain
point is is simply incapable of pushing enough air to maintain a certain
boost level.  More air flow is required to achieve that boost.  That is what
I meant by the following.


> >The overall effect of pressure and flow is of course
> >inter-related.  An engine is really nothing more than an air
> pump.  The more
> >air you can get flowing through it, the more horsepower that engine can
> >produce.  High cylinder pressures are not an absolute requirement to high
> >flow.

> Um... yes they are. The only thing that increases flow  (cfm) is
> pressure ratio (boost), increase of displacement, or engine rpm. There
> simply are no other variables.

Presumably you mean all other things being equal.  Flow increases can be
realized by changing the VE of the engine which does not remain constant
throughout the RPM range.  Cam timng is an example.  Although affected by
among other factors, the cam timing can play a dramatic role as to both the
VE of the engine and where the optimal VE occurrs without changing intake
pressure.

Using your formula the CFM at 7200 RPM is around 380.  If, as you say, the
CFM required to achieve 15 PSI is 265 CFM, why can't the 9B maintain 15 PSI
throughout the RPM range yet a 15G can?  There are obviously factors at play
that are not considered by the above calculation.

The turbine (hot) side of the 9B and the 15G are virtually identical (only a
small 0.1 difference in a/r ratio).  The compressor is what makes the big
difference in this case.  I maintain that the 15G is capable of pushing more
air through the system and therefore able to maintain a given boost pressure
(or hgher boost pressures) throughout the RPM engine.

> >As to the exhaust, all other things being equal, a free flowing
> exhaust may actually reduce boost pressures.
>
> A free flowing exhaust INCREASES boost pressure due to the
> decrease of
> back pressure. When installing an exhaust and intake to our cars, HKS, and
> me, notes an increase of 1psi due to drop in backpressure.

This doesn't make sense to me.

A restriction in the system will pose and impedance to flow and therefore
increase pressure required to attain a given flow.  If the force doing the
pushing remains constant, removing the restriction to increase flow will
reduce the pressure.  Take gutting the pre-cats as an example.  People claim
that when they gutted the pre-cats spool-up was quicker.  This makes sense.
They also report that boost tends to drop off earlier in the RPM range.
This also makes sense.  The system can move gases more freely therefore the
pressure drops.

> >This does not mean flow is decreased, in
> >fact, if boost pressures drop it most likely means that flow has
> increased
>
> >since there is less resistance in the system.  This is a good thing.
>
> I'm still having a hard time with this "flow" thing. Maybe I'm
> misunderstanding you. Are we only talking about airflow AFTER the exhaust
> manifold? Obviously you don't get the same psi AFTER the manifold
> as you do
> BEFORE the manifold. Even then I don't understand how the "flow" will be
> affected after the turbine outlet is done with the exhaust.

Oh hell, now I'm confused  ;) (j/k)

I need to take some time to formulate a cohesive treatise I guess.  You do
make some good points which I do agree with, but some points I can't accept
with my current understanding which admittedly could be wrong *grin*.

Yes, higher boost means more air being pushed through the system.  However,
a larger turbo has the *capacity* to ush more air through the system,
thereby making it able to attain and maintain higher boost levels.  And no,
a larger turbo does not change the molecular formula of air - that made me
chuckle.  However, a larger compressor turbine which pushes more volume air
will reduce the amount of heat transferred to the intake air.  That means
the air will be denser (increasing effective airflow) than air that has been
heated due to being beat up by a smaller turbine.

Retsrictions in the exhaust means the engine (and the turbo) have to work
harder to overcome them.  Given the airflow capacity to do this, intake
pressures will be higher.  Reduce the exhaust pressure with the same force
applied (at some threshhold obviously) and intake pressures will drop.

> Finally, let me say thanks to all the great informative posts I've had
the
> privilege to peruse this week. Some quality info to be gleaned from them.

Agreed.  Good food for thought and an opportunity to increase or modify
one's knowledge base.

> Those poor souls at starnet will have to be happy with discussions of
wiper
> fluids and chromed brake calipers. :)

Doh!

> Seeya!
>
> Dave Allison



Regards,

Barry

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------------------------------

Date: Sun, 25 Oct 1998 20:20:54 +0100
From: "R.G." <robby@swissonline.ch>
Subject: Re: Team3S: boost lag

> In order for the DSBC to control each actuator separately,
> there would have to be two separate solenoids (which as I understand it, the
> DSBC indeed does).

The DSBC indeed has two solenoid valves BUT they are connected in parallel. This
means they are quicker in opening and closing than a big one that can handle the
same pressure. This also allows Blitz to stitch them on and off more quickly
than others, allowing to alternate (opening and closing) the wastegates in a
better and faster way (frequency) than others.

> Each solenoid would have to have an completely separate
> and independant access to one and only one actuator.
> The last time I asked about this you  said it was not plumbed this way.

Yes, the Blitz DSBC has only one pressure input and one output (two solenoids in
one box)

> It must be plumbed this way in order to control each actuator individually.

I agree, but as we have turbos of the same size different actuation of the
wastegates doesn't make sense to me.

Maybe I used the wrong terms when I tried to describe the way the DSBC relieves
the pressure to the wastegate actuators. As it has smaller solenoid valves it is
able to "alternate" the wastegates by open and close them very quickly. Even due
to the design I think the valves are able to reduce the pressure in the actuator
lines compared to the feeding line by alternating the solenoids very quickly. I
think I'll hook up the electrical boost-sensors to the IN and OUT lines to check
this out. Also my diag tool will be able to measure the voltage that goes to the
solenoids of any controller so everybody can record the way his setup works.

> If you let me beta test your logger I'll give you a whole bunch of signal
> specifications ;)

Hehe, the prototype will be my own car and I currently haven't decided what the
baby can do at the end :) I'll let you know when it becomes to live.

Cheers, Roger

- -----------------------
Roger Gerl, Switzerland
93'3000GT TwinTurbo (Animale Rosso)
K&N FIPK,Magnecor wires,Blitz DSBC/gauge/Dual Timer,Apexi AFC,SBOV,ATR DP/cat,
Borla,OZ Mito2,Yoko AVS-Z1,braided brake lines,Bremsa brakes,Pagid RS-R pads
Ready: GT-Alley 368S Turbos,front mount IC/ stainless steel piping,G-Force ECU
(3 EPROMS),fuel pump,VPC,GCC,720 Injectors,Blitz Filter/GT-Alley VPC adapter,

Visit my homepage under: http://www.geocities.com/MotorCity/Speedway/9589/
For subscribe/unsubscribe info, our web page is http://www.bobforrest.com/Team3S.htm

------------------------------

Date: Sun, 25 Oct 1998 20:21:00 +0100
From: "R.G." <robby@swissonline.ch>
Subject: Re: Team3S: Smoke from pipes

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> Well, ya know where to look at. Just pull the soft IC pipes from the y-pipe
> and look if there's some oil deposit. Mine looked like the small picture I
> attached (sorry guys, I don't have it on my website yet) and this was
> definitely too much.

Let's see if I can attach the pics now :) (hey, they are pretty small)
Watch the oil in the piping !!

Cheers,
Roger
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