was that a reflash, cause i dont remember you saying anything about it when you first got the ECU. ive seen the cam angle graphs you made, just dont remember you having it from the beginning

 

I didn't say anything about it when I first got the ECU because I had no way to record the data. But when i did, I posted it. basically didn't run my mouth until I had proof.

Again, it was Matt's idea, but on my car.

 

someone needs to relax, i wasnt calling you out or anything, i was just wondering you had it from the start

 

What exactly were you talking about/comparing? Just bottom line me so we're on the same page.

 

really i dont hardly remember at this point, but i think it was that it would be worth trying if he had the TB in hand and it bolted up to the IM

 

I'm glad this thread came up because I have a q45 throttle body but it has two plates inside it and was wondering if it could be used on my max somehow. Obivously from what i'm reading it cant so I'm going to throw it away.

 

That would mean I know absolutely nothing

And since join date means nothing (nevermind that I'm on EVERY day) then I guess I'll just go ahead and delete my account.
Throw it away? They're worth a good bit If you're just going to "throw it away" I'll take it

 

Maybe I'll try ebay if that doesnt work its yours.

 

tilleys99 did a 90 mm q45 on his dek on a 3.5 . his times in the 1/4 got no better he may have dynoed it on search and you may find

 

Misc. feed back re: Q45TB

http://forums.maxima.org/showthread.php?t=353998
http://forums.maxima.org/showthread.php?t=353888
http://forums.maxima.org/showpost.ph...68&postcount=8
http://forums.maxima.org/showpost.ph...5&postcount=25

 

Alright, here you go, some bedtime math, just for fun, using my car setup from 2 years ago (the time of the last dyno).

At 6900 rpm, 100% VE on a 3.0 will result in an airflow of ~365 CFM's (at standard atmospheric conditions).

Now at 6900 rpms, my old EU logs from the dyno show my injector PW would have been about 11.9 ms. So for every 2 crank revolutions (a full cycle), the injectors are open 11.9 ms, for a total of 41 seconds per minute. Assuming that DEK injectors are ~290 cc/min (at 43 psi) and accounting for gasoline weight (~6 lbs/gallon), then that means my fuel flow rate could be estimated at 18.85 lbs/hr.

But we need airflow, so given the AFR I was running at that rpm (13.2), and knowing that at standard conditions air weighs 0.0765 lbs per cubic foot, my estimated actual airflow rate would be 54.21 CFM's PER CYLINDER. Multiply by 6 and you get the engine airflow rate which would be ~ 325 CFM.

Finally, my VE at 6900 rpm would then be 325 / 365 = 89%.

Now this could easily be off a few % due to several factors such as the variation from standard atmospheric conditions that dyno day, variations in the weight of gasoline, injector flow etc. Also please remember this is 2 years ago and the car was not anywhere close to being as optimal a setup as I had last year, or will this year for that matter. My intake was quite restrictive still at that point, for starters. I'd estimate my VE for last year's setup was decently above 90% at that rpm, and it should only get better this year (I think).

Anyhoo.. there ya go. Fun bedtime math, while half asleep. lol. Hope I didn't make any silly mistakes... If you repeat this exercise for various rpms you'll get the VE curve.

Edit: all of the above would be a lot simpler with a scanner that shows mass airflow rate (as opposed to voltage)

 

Why not just use no TB at all. Just weld a huge 8" aluminum plenum onto the lower IM. That should make a huge amount of airflow.

 

_______________
I'm going w/ a 205mm unit.

 

Or if you had a larger MAF and had the mass flow vs voltage curve for it. BTW I still had the A32 MAF 2 years ago...

But if you know the AFR and the DC/PW you can approximate like I did above, it takes the MAF out of the equation.