Chermax Phase 2 begins...
11-07-2007 | 09:08 PM
#282
I would need an idea of what you're using first to get idea of what we are looking at tuning wise.
11-07-2007 | 10:16 PM
#286
Thread Starter
Joined: May 2005
Posts: 10,202
From: Displaced New Yorker in Southern, MD
11-07-2007 | 10:27 PM
#287
Member
Joined: Aug 2007
Posts: 46
From: Bartlett, IL
My motor is 11.0:1 CR stock and some people boost up to 15psi without no issues (even when the compressor discharge isn't cooled!) How much are you boosting that 10.0:1 CR is considered too high for these motors?
Last edited by K20A2; 11-07-2007 at 10:32 PM.
11-07-2007 | 10:37 PM
#288
Boost/CR isn't really an issue if you tune correctly, which a lot of people don't. Timing retard and proper AFR. typically people forget about one or the other and end up on www.car-part.com searching under 'Engine Block Assembly". The thing is, boost levels on these engines don't have to be horrifically high to produce usable HP. 10 - 12 PSI is probably more than 85% of us will ever use on the street. So unless the car is a track only car, it's almost useless to boost so high.
I emphasis usable hp with respect to these cars being FWD. I remember back in the day a VQ30 was boosting @ 4.5PSI and putting down 275whp. That was good for the day/age. And good when people were using the V1/V2 and getting 10 PSI and not much area under the curve (usable) when compared to the modest 4.5PSI.
I'm probably preaching to the choir here, but
So, with that said, it also depends on the set-up. In most cases, we would desire a decent size turbo that wont run out of steam in the upper rev range, but isn't so huge that it takes a week to spool.
I emphasis usable hp with respect to these cars being FWD. I remember back in the day a VQ30 was boosting @ 4.5PSI and putting down 275whp. That was good for the day/age. And good when people were using the V1/V2 and getting 10 PSI and not much area under the curve (usable) when compared to the modest 4.5PSI.
I'm probably preaching to the choir here, but
So, with that said, it also depends on the set-up. In most cases, we would desire a decent size turbo that wont run out of steam in the upper rev range, but isn't so huge that it takes a week to spool.
11-07-2007 | 11:06 PM
#290
Member
Joined: Aug 2007
Posts: 46
From: Bartlett, IL
Boost/CR isn't really an issue if you tune correctly, which a lot of people don't. Timing retard and proper AFR. typically people forget about one or the other and end up on www.car-part.com searching under 'Engine Block Assembly". The thing is, boost levels on these engines don't have to be horrifically high to produce usable HP. 10 - 12 PSI is probably more than 85% of us will ever use on the street. So unless the car is a track only car, it's almost useless to boost so high.
I'm curious to see what this car produces as far as power since it is the first turboed 6th gen. unless I'm mistaken (!PrjctMax! real life friend told me about this car).
... i wont say more...
11-08-2007 | 12:30 AM
#293
That's a hella nice install Chernmax. Mad props to you!
I'm glad you incorporated the Hotshot headers, Looks like your turbo manifold also features an equal length y-pipe.
Mad props, Hopefully I can get my RMT done within a few weeks and join the turbo club.
I'm glad you incorporated the Hotshot headers, Looks like your turbo manifold also features an equal length y-pipe.
Mad props, Hopefully I can get my RMT done within a few weeks and join the turbo club.
11-08-2007 | 02:47 AM
#294
clean setup i love the new turbo 6gen max ,what kind of tranny rebuild are you going for ,6 spd conversion with lsd ? im building a sr20det 500whp 240sx soon.
Last edited by VQPRO; 11-08-2007 at 02:53 AM.
11-08-2007 | 05:44 AM
#295
Thread Starter
Joined: May 2005
Posts: 10,202
From: Displaced New Yorker in Southern, MD
11-08-2007 | 06:30 AM
#297
11-08-2007 | 06:36 AM
#299
Thread Starter
Joined: May 2005
Posts: 10,202
From: Displaced New Yorker in Southern, MD
11-08-2007 | 08:46 AM
#302
Thread Starter
Joined: May 2005
Posts: 10,202
From: Displaced New Yorker in Southern, MD
Thanks for the support...Oh and for Aaron of NWP, once I removed the Fujita CAI, the whisling stopped!!! So I don't think the noise was a result of your IM spacer kit...
Last edited by chernmax; 11-08-2007 at 09:37 AM.
11-08-2007 | 12:48 PM
#304
11-08-2007 | 01:06 PM
#305
Last edited by NmexMAX; 11-08-2007 at 01:13 PM.
11-08-2007 | 02:11 PM
#307
Thread Starter
Joined: May 2005
Posts: 10,202
From: Displaced New Yorker in Southern, MD
I have the Fuel/Timing Calibrator 1 (FTC1) made by Split Second
Description:
The FTC1 Fuel/Timing Calibrator provides precise calibration of fuel and timing retard. It is most often used when naturally aspirated engines are converted to forced induction. The fuel calibration range supports conversion to larger injectors. The timing control section is used to map timing retard to avoid detonation under boost.
Through a serial interface, the FTC1 can be programmed by a laptop computer running the Split Second R4 software. The software provides three dimensional mapping of the MAP and timing retard signal. The MAP value output is determined by the active cell value. The active cell is determined by absolute pressure measured by the internal sensor and RPM.
The FTC1 comes in many different versions. It must be ordered for a specific model of vehicle. Some versions have an internal 2.5 bar MAP sensor which can replace the stock one bar MAP sensor. Other versions operate in voltage mode and are driven off of the stock MAF sensor.
The calibration of the FTC1 is done through a serial interface, which is active while in operation. The R4 software runs on Windows 95/98NT/2000. The software provides real time display of RPM, manifold pressure, and cell value. The R4 software is the same software that is used to program the AIC1 and PSC1. A variety of editing tools ease the task of setting up an initial map and quickly fine tuning for optimum performance.
Features:
- Two three-dimensional map tables defined by absolute pressure and RPM
- Avoids fault codes due to excess flow readings
- Compatible with 2 and 4 stroke engines from 1 to 12 cylinders
- Laptop adjustable
- Two modes for either direct output or signal modification
- Can retard ignition timing by up to 20 degrees
- Transient surge and battery reversal protection
I'm also using:
- GReddy PRofec B-spec II Electronic Boost Controller
- AEM UEGO Wide Band monitor
Description:
The FTC1 Fuel/Timing Calibrator provides precise calibration of fuel and timing retard. It is most often used when naturally aspirated engines are converted to forced induction. The fuel calibration range supports conversion to larger injectors. The timing control section is used to map timing retard to avoid detonation under boost.
Through a serial interface, the FTC1 can be programmed by a laptop computer running the Split Second R4 software. The software provides three dimensional mapping of the MAP and timing retard signal. The MAP value output is determined by the active cell value. The active cell is determined by absolute pressure measured by the internal sensor and RPM.
The FTC1 comes in many different versions. It must be ordered for a specific model of vehicle. Some versions have an internal 2.5 bar MAP sensor which can replace the stock one bar MAP sensor. Other versions operate in voltage mode and are driven off of the stock MAF sensor.
The calibration of the FTC1 is done through a serial interface, which is active while in operation. The R4 software runs on Windows 95/98NT/2000. The software provides real time display of RPM, manifold pressure, and cell value. The R4 software is the same software that is used to program the AIC1 and PSC1. A variety of editing tools ease the task of setting up an initial map and quickly fine tuning for optimum performance.
Features:
- Two three-dimensional map tables defined by absolute pressure and RPM
- Avoids fault codes due to excess flow readings
- Compatible with 2 and 4 stroke engines from 1 to 12 cylinders
- Laptop adjustable
- Two modes for either direct output or signal modification
- Can retard ignition timing by up to 20 degrees
- Transient surge and battery reversal protection
I'm also using:
- GReddy PRofec B-spec II Electronic Boost Controller
- AEM UEGO Wide Band monitor
11-08-2007 | 03:50 PM
#308
But now you don't need it anymore, you have a REAL whistle.
11-08-2007 | 04:13 PM
#310
11-08-2007 | 04:21 PM
#311
Thread Starter
Joined: May 2005
Posts: 10,202
From: Displaced New Yorker in Southern, MD
11-08-2007 | 04:30 PM
#312
Thread Starter
Joined: May 2005
Posts: 10,202
From: Displaced New Yorker in Southern, MD
Nice Link!!! 6th gens need more respect!!!
11-08-2007 | 06:12 PM
#316
11-08-2007 | 08:42 PM
#317
Senior Member
Joined: Jul 2006
Posts: 139
From: Mchenry IL 60051
Your ride is the badest azzzzzzz 6th gen out ! I know your not done yet but it would look great if you put the black mesh that matches your gill to cover the intercooler. It will also help protect it from from stones some. You know I check your ride out often Chern! I can't wait to see some 1/4 mile time vids!
11-08-2007 | 09:35 PM
#319
Chris, when are you starting Stage 3: "Making it look like a 5th gen" 
nice job, as always. Since I have nothing to say about the turbo setup, I will offer my two little tiny pieces of worthless advice:
1. Please don't put EVOM on the intercooler. No matter how fast the car is, that would be really gay, lol.... Plus in this area, you know if people saw that they'd go slow in your way on purpose (I would if someone behind me had that on their car, just as a big "**** you")
2. Gotta lose that starboard fog light......
nice job, as always. Since I have nothing to say about the turbo setup, I will offer my two little tiny pieces of worthless advice:
1. Please don't put EVOM on the intercooler. No matter how fast the car is, that would be really gay, lol.... Plus in this area, you know if people saw that they'd go slow in your way on purpose (I would if someone behind me had that on their car, just as a big "**** you")
2. Gotta lose that starboard fog light......
