Jet's new V-Force Unit? Anyone?
09-20-2000, 12:43 PM
#1
Senior Member
Thread Starter
Join Date: Sep 2000
Location: NJ
Posts: 5,630
I just read bout this new unit from Jet. It is suppose to optimize the fuel mapping and ignition timing. THey tested it on a 95 Honda Accord EX (slushbox) They gained 8hp just by hooking it up. BTW, this was in the Sept issue of Super Street. They mae it for the 6cyc Nissans. Maximas? I don't know. They want 239.95 for the unit. Hmmm... what do you guys think. Go to http://www.jetchip.com for more info. I'm thinking about trying it. Might have bigger gains for the S/Ced guys.
09-20-2000, 01:47 PM
#6
like i promissed
the pictures below are from someones websight. they are not taht great but good enough
This graphic displays the air flow compensation for higher loads (based on throttle position). At higher loads (over 50% throttle position) we have set the lower rpm ranges at -10% and then gradually richer as the RPMs go up we have adjusted things progressively richer. These settings were required to keep the EGTs at 900c wile running 1.2 bar on California 92 octane pump gas (lower and side honeycombs out, adj. screw backed out flush). Of course each car is different so simply copying these settings may not work for you.
This is the graphic display for lower loads. With this car (2G with 550s and the side and lower honey combs out, adj. screw backed out flush) the 1,000 rpm point had to be raised to +29%. The 2K rpm was set at +13% and the rest at only +3%. The AFC now helps better amplify the low air flow signal otherwise generated by the air flow meter when it is heavily modified. The ECU can be kept in closed loop operation while idling and part throttle cruising on the freeway.
This is the virtual gauges, displaying throttle position and RPM. One or two gauges may be selected. You can choose from RPM, air flow (in Hz), the correction percentage you have set, throttle position and possibly boost pressure. You can choose one or two functions to display as virtual gauges.
Another display option is a graphic. Here the top line represents the compensation curve, rich at idle and dropping leaner as the throttle is blipped (short spikes going up). The middle line is RPM rising with the blipped throttle. Again, up to four data items can be selected to be displayed. There are also peak-hold options and a real time x-y axis point display along with a reversing curve graph plot. The data can also be recorded and replayed. A guy can drive straight off the road playing with this stuff.
The third display option is a pure numeric display. This gives you the same information that you have chosen for the other displays. You can easily toggle through the three display options by pushing the "Next" button.
During the day time, the display can be tough to make out. We found it much easier to read (and tune) at night. We used the bracket supplied by Apex and slid it into the crevice just below the A/C vent. By bending the bracket just a touch, it was able to grip well. The bracket will allow for mounting on just about any surface with either screws or double sided tape. (well depedns how u mount it.. my bro mounted his ont he bottom of the console and there's no glare loox and works like a charm)
held up by hand next to stock radio.
the above are only helpful pictures i've posted. i may have violated the copyrights of others but hey.. u know where i live???
This graphic displays the air flow compensation for higher loads (based on throttle position). At higher loads (over 50% throttle position) we have set the lower rpm ranges at -10% and then gradually richer as the RPMs go up we have adjusted things progressively richer. These settings were required to keep the EGTs at 900c wile running 1.2 bar on California 92 octane pump gas (lower and side honeycombs out, adj. screw backed out flush). Of course each car is different so simply copying these settings may not work for you. This is the graphic display for lower loads. With this car (2G with 550s and the side and lower honey combs out, adj. screw backed out flush) the 1,000 rpm point had to be raised to +29%. The 2K rpm was set at +13% and the rest at only +3%. The AFC now helps better amplify the low air flow signal otherwise generated by the air flow meter when it is heavily modified. The ECU can be kept in closed loop operation while idling and part throttle cruising on the freeway. This is the virtual gauges, displaying throttle position and RPM. One or two gauges may be selected. You can choose from RPM, air flow (in Hz), the correction percentage you have set, throttle position and possibly boost pressure. You can choose one or two functions to display as virtual gauges. Another display option is a graphic. Here the top line represents the compensation curve, rich at idle and dropping leaner as the throttle is blipped (short spikes going up). The middle line is RPM rising with the blipped throttle. Again, up to four data items can be selected to be displayed. There are also peak-hold options and a real time x-y axis point display along with a reversing curve graph plot. The data can also be recorded and replayed. A guy can drive straight off the road playing with this stuff. The third display option is a pure numeric display. This gives you the same information that you have chosen for the other displays. You can easily toggle through the three display options by pushing the "Next" button. During the day time, the display can be tough to make out. We found it much easier to read (and tune) at night. We used the bracket supplied by Apex and slid it into the crevice just below the A/C vent. By bending the bracket just a touch, it was able to grip well. The bracket will allow for mounting on just about any surface with either screws or double sided tape. (well depedns how u mount it.. my bro mounted his ont he bottom of the console and there's no glare loox and works like a charm) held up by hand next to stock radio.the above are only helpful pictures i've posted. i may have violated the copyrights of others but hey.. u know where i live???
09-20-2000, 02:02 PM
#9
Donating Maxima.org Member
Join Date: Aug 2000
Posts: 1,121
Yeah, I believe you...
My friend had ordered a VTEC Controller for their 2000 Prelude and he had to cut the wires from the ECU to hook it up, he had nothing but problems since he had put it in. Now he's taken it out and he's still having a few problems with it. I've never really liked the idea of clipping stock wires especially when there are like 6 different kinds of blue wires. 
09-20-2000, 02:06 PM
#10
snipped??
deng. my bro had both the fields and the apex vtech controller. he replaced the fields with apex. i saw him do it. he never snipped only tappedinto it.. or am i wrong??/ awww. my head hurtss.. b back in a while
09-20-2000, 04:52 PM
#12
Senior Member
Thread Starter
Join Date: Sep 2000
Location: NJ
Posts: 5,630
Based on the article, you don't have to do anything. It kinda reprograms itself and you touch nothing. NADA. I don't know about the Apex but this looks a lot more simple and effective (Maybe)This is how it works; It reads the map sensor and throttle position sensor, alters the voltage, and sends a false reading back to the ECU. The ECU then takes this "reading" and evaluates waht needs to be adjusted. The signal the V-Force sends to the ECU makes it htink it needs to increase fuel and ignition curve. You can contact JET at 714-847-6290
11-11-2001, 05:23 PM
#13
Re: Butt...
Originally posted by MardiGrasMax
The S-AFC only modifies the a/f ratio. This Jet unit claims to modify ignition timing also. Its an interesting product, I might call them ti get a better scoop.
The S-AFC only modifies the a/f ratio. This Jet unit claims to modify ignition timing also. Its an interesting product, I might call them ti get a better scoop.
I have one now. 
I have one now. 
Thread
Thread Starter
Forum
Replies
Last Post
worldwiderecognized
6th Generation Maxima (2004-2008)
0
09-30-2015 01:16 PM