FIRST LOOK! SSR/SFR Turbo Kit for 5th Gen
03-28-2005, 10:52 AM
#281
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Originally Posted by HNDA ETR
Did you not see the 9-10 pics i just posted above?
03-28-2005, 03:32 PM
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Originally Posted by BlackBIRDVQ
Awaiting prices on just the manifolds, reverse Y and downpipe to get my project off to a start 
03-31-2005, 01:17 PM
#285
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bump guys..... whats the update on this bad boy?!?!?!?
03-31-2005, 01:52 PM
#286
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everything looking good. I can't wait to see dyno numbers. Keep us posted.
03-31-2005, 10:32 PM
#290
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Can't wait, very interested in getting it for my 01
04-11-2005, 11:50 AM
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Sorry guys... been a little busy...
Well, here's the scoop... some good and bad news...
We went down on Tuesday to get the car and dyno it, however we ran into some snags... mostly being that the car wasn't totally put together yet
So Tony and I spent the majority of the day putting the car together and waiting for Tim and his crew to finish fabricating parts....
By the time we got the car put together, it was too late to dyno... Besides that though, we wouldn't have been able to dyno anyways because we couldn't get the car to run very well using the e-manage... We found a small exhaust leak that SFR was going to have to fix also... However, there were NO oil leaks and NO fuel leaks!
So to home we went.
I ended up ordering the e-manage support tool (software and proprietary serial-to-USB cable) from Mohd and had him overnight the stuff to me.
So we went down there again on Friday armed with my laptop and the e-manage programming software. We made some changes to the way SFR had wired the Mocal Scavenge Pump - Basically SFR had it wired to the #5 Coil for it's power source. We found out that the Mocal pump draws 8 amps! So we ended up wiring in a relay to the coil and instead of running the pump off of the coil, it's run directly off of the battery. The coil is only used now to trigger the relay. The purpose of running the pump off of the coil is because the coils stay energized for about 5 seconds after the ignition is turned off. This allows the pump to continue running, after the ignition is turned off, for a few seconds.
Once that was all done, I hooked up the laptop and updated the e-manage firmware and uploaded a base map that Shawn Church (Church Automotive Testing) emailed me - it was for a turbocharged 350Z.
We tried to do some basic tuning using the AEM Uego WBO2 sensor that SFR installed, but we couldn't get it dialed in right. We had also gotten the blinky CEL
which was not good... We pulled the code and it was for a random misfire - not good at all. We didn't know if it was caused from being too lean or too rich or what....
So we cleared the code and took the car out on the street for a couple runs... Tim in the passenger seat with the laptop hooked up to the e-manage...
We experienced some bucking when the boost started to kick in, due to the mixture being too rich.
We then decided to take it to the dyno and do some real tuning there. We ended up doing about 14 runs on the dyno... with Tim trying to use the e-manage support tools to dial in the AFR.
In the end, the only changes that seemed to take, were the injector compensation factor. For those that don't know, this is how the e-manage can handle bigger injectors on your car. Basically, the stock injectors size was entered (270cc) then the New injector size is entered (504cc and not the 550cc's I thought - the Kit will come with 440cc's) and the resulting value is the correction factor: 270 / 504 = 0.536. I believe this is how the correction factor works - let's say a stock signal to the stock injector is "1". With the correction factor, instead of the injector receiving a "1", the e-manage changes it to a "0.536" - this results in less fuel being injected. This is my rudimentary understanding and it may not (probably isn't) 100% accurate.
We also couldn't get the Profec e-01 to prevent boost spikes, but I believe this is because we didn't have it setup properly (see below)
Anyway, back to the story...
As I said, all of the changes that Tim was making to the injector maps didn't take, so the car was running like ****. Tim hasn't worked with the e-manage before, so he wasn't able to offer any assistance on what was wrong with the car. He said I should just get rid of the e-manage and use the Split Second, that he is very familiar with. I don't want to do this though because I know that the e-manage is a much more flexible and powerful piggyback than the split second. It's worked on other Maxima's so there's no reason it shouldn't work on mine.
In the end, with the car running too lean in some spots and too rich in others, we pulled a peak WHP of 327... I don't remember TQ though... This is an 85whp gain over what I was stock, but far short of the 400whp that I was looking for. We still got the blinking CEL for random misfires, but we were still thinking that this may be due to the mixture being too lean and/or too rich.
With nothing more that Tim could do - since he isn't familiar with the e-manage, I ended up driving the car to Tony's place - about 115 miles. I got 1 blinking CEL about 85 miles into the trip, but then it went away. (We had reset the e-manage to do NO compensation before I left, which meant I was running rich)
Tony and I got up Saturday and started looking over everything, trying to find out why the car ran like crap. I couldn't understand why the e-manage wasn't affecting the injector maps and I kept looking over the wiring guide in the e-manage manual (if you can call it that).
One thing popped out at me: When we had initally installed the e-manage injector harness, there was a wire for "Injector Ground". The 2002 Maxima doesn't have an Injector Ground in the ECU harness. We looked up other cars and saw that they had injector grounds, but none for the Max. We ended up leaving the wire un-tapped. When we looked at the injector duty cycle, through the Profec e-01, we were getting readings for the injector duty cycle, so we figured the e-manage was hooked up properly - WRONG!
We ended up grounding the injector ground wire to the e-manage ground (which was originally grounded through the ECU, but we removed that and grounded it to the chasis) and bang! We were getting injector map changes!
However we still recieved the misfire. I started pulling spark plugs at this point... I pulled #2 and it looked carbon fouled, which was to be expected from running too rich. #4, looked the same. #6 however, was shot. The electrode was gone (I'm using 1 step colder NGK Iridiums) and the ground wire looked like it was bent a bit - the gap was too small - possibly from detonation? At this point I'm pretty worried about cylinder/valve/piston damage. We did a compression check and Tony said it looked OK.
I then pull #5 and it looks the same as #2 and #4. So out of the 4 plugs I was able to pull (the other 2 are under the intake manifold and inaccessible without removing the intake manifold) only the #6 plug looked shot. We now believe that the period of time that the scavenge pump was run off of the #6 coil resulted in the damage done to the plug, and this bad plug was causing the misfires.
So status as of today is this: The car is at Tony's house. I've got a call in to Shawn Church to set up a time for him to dyno and tune the e-manage. I will be ordering 7 more spark plugs, 1 to replace the bad one for the dyno tuning and then once the car's dialed in, we'll replace them all with new ones.
I think that's about it... Will be posting new pics in a while...
Well, here's the scoop... some good and bad news...
We went down on Tuesday to get the car and dyno it, however we ran into some snags... mostly being that the car wasn't totally put together yet
So Tony and I spent the majority of the day putting the car together and waiting for Tim and his crew to finish fabricating parts....
By the time we got the car put together, it was too late to dyno... Besides that though, we wouldn't have been able to dyno anyways because we couldn't get the car to run very well using the e-manage... We found a small exhaust leak that SFR was going to have to fix also... However, there were NO oil leaks and NO fuel leaks!
So to home we went.
I ended up ordering the e-manage support tool (software and proprietary serial-to-USB cable) from Mohd and had him overnight the stuff to me.
So we went down there again on Friday armed with my laptop and the e-manage programming software. We made some changes to the way SFR had wired the Mocal Scavenge Pump - Basically SFR had it wired to the #5 Coil for it's power source. We found out that the Mocal pump draws 8 amps! So we ended up wiring in a relay to the coil and instead of running the pump off of the coil, it's run directly off of the battery. The coil is only used now to trigger the relay. The purpose of running the pump off of the coil is because the coils stay energized for about 5 seconds after the ignition is turned off. This allows the pump to continue running, after the ignition is turned off, for a few seconds.
Once that was all done, I hooked up the laptop and updated the e-manage firmware and uploaded a base map that Shawn Church (Church Automotive Testing) emailed me - it was for a turbocharged 350Z.
We tried to do some basic tuning using the AEM Uego WBO2 sensor that SFR installed, but we couldn't get it dialed in right. We had also gotten the blinky CEL
which was not good... We pulled the code and it was for a random misfire - not good at all. We didn't know if it was caused from being too lean or too rich or what....So we cleared the code and took the car out on the street for a couple runs... Tim in the passenger seat with the laptop hooked up to the e-manage...
We experienced some bucking when the boost started to kick in, due to the mixture being too rich.
We then decided to take it to the dyno and do some real tuning there. We ended up doing about 14 runs on the dyno... with Tim trying to use the e-manage support tools to dial in the AFR.
In the end, the only changes that seemed to take, were the injector compensation factor. For those that don't know, this is how the e-manage can handle bigger injectors on your car. Basically, the stock injectors size was entered (270cc) then the New injector size is entered (504cc and not the 550cc's I thought - the Kit will come with 440cc's) and the resulting value is the correction factor: 270 / 504 = 0.536. I believe this is how the correction factor works - let's say a stock signal to the stock injector is "1". With the correction factor, instead of the injector receiving a "1", the e-manage changes it to a "0.536" - this results in less fuel being injected. This is my rudimentary understanding and it may not (probably isn't) 100% accurate.
We also couldn't get the Profec e-01 to prevent boost spikes, but I believe this is because we didn't have it setup properly (see below)
Anyway, back to the story...
As I said, all of the changes that Tim was making to the injector maps didn't take, so the car was running like ****. Tim hasn't worked with the e-manage before, so he wasn't able to offer any assistance on what was wrong with the car. He said I should just get rid of the e-manage and use the Split Second, that he is very familiar with. I don't want to do this though because I know that the e-manage is a much more flexible and powerful piggyback than the split second. It's worked on other Maxima's so there's no reason it shouldn't work on mine.
In the end, with the car running too lean in some spots and too rich in others, we pulled a peak WHP of 327... I don't remember TQ though... This is an 85whp gain over what I was stock, but far short of the 400whp that I was looking for. We still got the blinking CEL for random misfires, but we were still thinking that this may be due to the mixture being too lean and/or too rich.
With nothing more that Tim could do - since he isn't familiar with the e-manage, I ended up driving the car to Tony's place - about 115 miles. I got 1 blinking CEL about 85 miles into the trip, but then it went away. (We had reset the e-manage to do NO compensation before I left, which meant I was running rich)
Tony and I got up Saturday and started looking over everything, trying to find out why the car ran like crap. I couldn't understand why the e-manage wasn't affecting the injector maps and I kept looking over the wiring guide in the e-manage manual (if you can call it that).
One thing popped out at me: When we had initally installed the e-manage injector harness, there was a wire for "Injector Ground". The 2002 Maxima doesn't have an Injector Ground in the ECU harness. We looked up other cars and saw that they had injector grounds, but none for the Max. We ended up leaving the wire un-tapped. When we looked at the injector duty cycle, through the Profec e-01, we were getting readings for the injector duty cycle, so we figured the e-manage was hooked up properly - WRONG!
We ended up grounding the injector ground wire to the e-manage ground (which was originally grounded through the ECU, but we removed that and grounded it to the chasis) and bang! We were getting injector map changes!
However we still recieved the misfire. I started pulling spark plugs at this point... I pulled #2 and it looked carbon fouled, which was to be expected from running too rich. #4, looked the same. #6 however, was shot. The electrode was gone (I'm using 1 step colder NGK Iridiums) and the ground wire looked like it was bent a bit - the gap was too small - possibly from detonation? At this point I'm pretty worried about cylinder/valve/piston damage. We did a compression check and Tony said it looked OK.
I then pull #5 and it looks the same as #2 and #4. So out of the 4 plugs I was able to pull (the other 2 are under the intake manifold and inaccessible without removing the intake manifold) only the #6 plug looked shot. We now believe that the period of time that the scavenge pump was run off of the #6 coil resulted in the damage done to the plug, and this bad plug was causing the misfires.
So status as of today is this: The car is at Tony's house. I've got a call in to Shawn Church to set up a time for him to dyno and tune the e-manage. I will be ordering 7 more spark plugs, 1 to replace the bad one for the dyno tuning and then once the car's dialed in, we'll replace them all with new ones.
I think that's about it... Will be posting new pics in a while...
04-11-2005, 12:01 PM
#300
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Oh yeah, forgot to mention...
The downpipe from the turbo is 3" in diameter. The rest of my exhaust is 2.5" (Cattman cat-back and RT Cat).
So where the downpipe and the cat meet, there's a big jam up from the 3" to the 2.5" piping...
Tim says that I should be able to free up a bunch of HP when I get a 3" exhaust...
The downpipe from the turbo is 3" in diameter. The rest of my exhaust is 2.5" (Cattman cat-back and RT Cat).
So where the downpipe and the cat meet, there's a big jam up from the 3" to the 2.5" piping...
Tim says that I should be able to free up a bunch of HP when I get a 3" exhaust...
04-11-2005, 12:19 PM
#301
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Originally Posted by HNDA ETR
...The downpipe from the turbo is 3" in diameter. The rest of my exhaust is 2.5" (Cattman cat-back and RT Cat)...
Tim says that I should be able to free up a bunch of HP when I get a 3" exhaust...
Tim says that I should be able to free up a bunch of HP when I get a 3" exhaust...
04-11-2005, 12:32 PM
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Originally Posted by D Love
Does that mean you'll be getting rid of your Cattman cat-back soon?
04-11-2005, 01:19 PM
#303
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Originally Posted by HNDA ETR
I will... don't know how soon though... Gonna be pick up only though - no shipping...
04-11-2005, 03:35 PM
#305
Injector size should be 315cc-->504cc.
They are 270cc@3bar, but you guys run 3.5bar which should be 295cc using RC math, however SR20DEN/Mardi flowed them and they are actually 315cc@3.5bar.
http://forums.maxima.org/showthread....light=injector
They are 270cc@3bar, but you guys run 3.5bar which should be 295cc using RC math, however SR20DEN/Mardi flowed them and they are actually 315cc@3.5bar.
http://forums.maxima.org/showthread....light=injector
04-11-2005, 05:11 PM
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Originally Posted by IceY2K1
Injector size should be 315cc-->504cc.
They are 270cc@3bar, but you guys run 3.5bar which should be 295cc using RC math, however SR20DEN/Mardi flowed them and they are actually 315cc@3.5bar.
http://forums.maxima.org/showthread....light=injector
They are 270cc@3bar, but you guys run 3.5bar which should be 295cc using RC math, however SR20DEN/Mardi flowed them and they are actually 315cc@3.5bar.
http://forums.maxima.org/showthread....light=injector
So my new 48lb/hr injectors come out to ~507cc's, right?
So my e-manage should be set to read 315 -> 507 = 0.621 compensation...
Or should I use the 295 -> 507 = 0.582 .... Maybe the injector that Mardi supplied to RC was an anomly?
04-11-2005, 05:15 PM
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Pics Pics Pics!
Here's the little oil catch can that Tim made. The scavenge pump sucks up the oil from this container, which in turn draws out the oil from the turbo.
Mocal Scavenge Pump:
Oil return welded to Oil Pan:
Here's the little oil catch can that Tim made. The scavenge pump sucks up the oil from this container, which in turn draws out the oil from the turbo.
Mocal Scavenge Pump:
Oil return welded to Oil Pan:
04-11-2005, 05:19 PM
#308
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Location of Oil Pressure sending unit. Now includes oil feed for turbo, oil pressure sender for Oil Pressure gauge and stock oil pressure sending unit:
Pic pointing up at the wastegate:
Pic going back towards end of car:
Pic pointing up at the wastegate:
Pic going back towards end of car:
04-11-2005, 05:29 PM
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pic of downpipe routed above the BlehmCo lower tie bar brace:
hard to see, but there's about 1/4 inch clearance:
Pic of turbo intake routed up into fenderwell:
hard to see, but there's about 1/4 inch clearance:
Pic of turbo intake routed up into fenderwell:
04-11-2005, 05:31 PM
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another angle of turbo intake... you can just barely see the air cleaner:
New Accel 48lb injectors. SFR fabricated the fuel rail spacers in-house:
Pic of stock MAF, attached to custom MAF housing made by SFR, HKS blowoff valve and Tony attaching vacuum lines:
New Accel 48lb injectors. SFR fabricated the fuel rail spacers in-house:
Pic of stock MAF, attached to custom MAF housing made by SFR, HKS blowoff valve and Tony attaching vacuum lines:
04-11-2005, 05:33 PM
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Originally Posted by mingo
deng, that's so sexy. good job man.. so have you noticed any increased water temps?
04-11-2005, 05:36 PM
#314
Originally Posted by HNDA ETR
not driving the car yet, other than from SFR to Tony's house... Did not notice any dif in water temp.
04-11-2005, 06:01 PM
#317
48lbs/hr*10.5 = 504cc/min.
If you're having issues cold starting or being rich throughout, just widen the range so the scale factor is larger, it doesn't really matter what the before/after cc size are, it's just a ratio.
350Z guys have 290cc@3bar injectors, which should be ~315cc@3.5bar and the stock Greddy TT kits eManage unit is preprogrammed for 300cc-->440cc scale factor.
So, just play with the scale factor and see what idles best, then start adjusting your additional injection map.
Also, are you running the v1.39 firmware version? If so, are your rotary dials set to 7-0-B(350Z MAF setting)?
If you're having issues cold starting or being rich throughout, just widen the range so the scale factor is larger, it doesn't really matter what the before/after cc size are, it's just a ratio.
350Z guys have 290cc@3bar injectors, which should be ~315cc@3.5bar and the stock Greddy TT kits eManage unit is preprogrammed for 300cc-->440cc scale factor.
So, just play with the scale factor and see what idles best, then start adjusting your additional injection map.
Also, are you running the v1.39 firmware version? If so, are your rotary dials set to 7-0-B(350Z MAF setting)?
Originally Posted by HNDA ETR
Thanks Alex!
So my new 48lb/hr injectors come out to ~507cc's, right?
So my e-manage should be set to read 315 -> 507 = 0.621 compensation...
Or should I use the 295 -> 507 = 0.582 .... Maybe the injector that Mardi supplied to RC was an anomly?
So my new 48lb/hr injectors come out to ~507cc's, right?
So my e-manage should be set to read 315 -> 507 = 0.621 compensation...
Or should I use the 295 -> 507 = 0.582 .... Maybe the injector that Mardi supplied to RC was an anomly?
04-11-2005, 06:07 PM
#318
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Originally Posted by IceY2K1
48lbs/hr*10.5 = 504cc/min.
If you're having issues cold starting or being rich throughout, just widen the range so the scale factor is larger, it doesn't really matter what the before/after cc size are, it's just a ratio.
350Z guys have 290cc@3bar injectors, which should be ~315cc@3.5bar and the stock Greddy TT kits eManage unit is preprogrammed for 300cc-->440cc scale factor.
So, just play with the scale factor and see what idles best, then start adjusting your additional injection map.
Also, are you running the v1.39 firmware version? If so, are your rotary dials set to 7-0-B(350Z MAF setting)?
If you're having issues cold starting or being rich throughout, just widen the range so the scale factor is larger, it doesn't really matter what the before/after cc size are, it's just a ratio.
350Z guys have 290cc@3bar injectors, which should be ~315cc@3.5bar and the stock Greddy TT kits eManage unit is preprogrammed for 300cc-->440cc scale factor.
So, just play with the scale factor and see what idles best, then start adjusting your additional injection map.
Also, are you running the v1.39 firmware version? If so, are your rotary dials set to 7-0-B(350Z MAF setting)?
I've got an appointment tomorrow with Shawn, so we'll see what happens - he's pretty familiar with tuning the e-manage.
I did update the firmware to 1.39. My rotary dials are still set to 7-0-1. Should I change them to 7-0-B? If so, what does the change from 1 to B do?
Also, what do you think about my earlier post, about running the 295 setting instead of 315?
04-11-2005, 06:11 PM
#319
It should better match your MAFs Voltage vs. Airflow curve.
Studman ran that setting and I believe the 350Z guys do also.
It could cause your AFR in the low/mid range to change though depending on the Z32 MAF profile vs. VQ35 MAF. So, make sure you check your AFR.
Studman ran that setting and I believe the 350Z guys do also.
It could cause your AFR in the low/mid range to change though depending on the Z32 MAF profile vs. VQ35 MAF. So, make sure you check your AFR.
Originally Posted by HNDA ETR
Thanks for the info Alex!
I've got an appointment tomorrow with Shawn, so we'll see what happens - he's pretty familiar with tuning the e-manage.
I did update the firmware to 1.39. My rotary dials are still set to 7-0-1. Should I change them to 7-0-B? If so, what does the change from 1 to B do?
I've got an appointment tomorrow with Shawn, so we'll see what happens - he's pretty familiar with tuning the e-manage.
I did update the firmware to 1.39. My rotary dials are still set to 7-0-1. Should I change them to 7-0-B? If so, what does the change from 1 to B do?
04-11-2005, 06:15 PM
#320
I'd run 315cc-->504cc, since different injectors probably behave somewhat different according to fuel pressure.
I'd go from 270cc-->504cc to 290cc-->504cc first. Then try 300cc and 315cc and see what works best. Just MAKE SURE you check your AFR once you start playing at WOT.
I'd go from 270cc-->504cc to 290cc-->504cc first. Then try 300cc and 315cc and see what works best. Just MAKE SURE you check your AFR once you start playing at WOT.
Originally Posted by HNDA ETR
Also, what do you think about my earlier post, about running the 295 setting instead of 315?