2AZ ECU, sensors, knock & fuel Delivery...

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04-15-2010, 05:51 PM

#21

crush02342002

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Quote:

Originally Posted by crush02342002

fwiw im sitting on 32% idc w/850cc big reds @ 8psi with my dinky garrett t3/t4b, last time i had over 80%idc at 11psi on the same turbo. so im just guessing i got a ways to go before i reach 80% idc. still will need to raise the fuel pressure and volume at some point otherwise that 80% idc will come real quick

forgot to add that 80%idc before was with 550cc injectors.

04-15-2010, 06:52 PM

#22

m6ar2cel6oTC

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Re: 2AZ ECU, sensors, knock & fuel Delivery...

Quote:

Originally Posted by paul_dezod

If you are running on a Hydra and BC cams already, the air gap was already addressed Yev. We have had a few customers where their car would not start after installing cams. Since your car is already running, you have nothing to worry about.

I think rob is having this problem with the hydra and bc cams.

04-15-2010, 06:55 PM

#23

dbrummet

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Very awesome post Paul, should help with some DIY tuning.

Quote:

Originally Posted by paul_dezod

running 8 PSI at 11.1:1 AFR WOT with ignition timing running around 13-15 degrees of advance.

This is exactly what I get at WOT, so I am guessing this is probably the norm.

This is with the Dezod S1, 550cc, 1 step colder plugs...

04-15-2010, 08:01 PM

#24

cburglb34

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yea when i was n/a with a header i ran 3 anti-foulers to prevent a check engine, now that im turboed i keep getting a "bank 1 sensor 2 high voltage" anyway to fix this i was thinking maybe removing 1 of the foulers

04-15-2010, 11:50 PM

#25

ScionFred

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Great info Paul, thanks. I'm still unsure about what IRT to input into the FIC. At ~13V the stock FI's should be around 750us, my 440cc DW's are 1200us. AEM hasn't been very helpful. They told me to leave IRT at 486us because my FI's aren't much larger than stock. As near as I can tell FIC IRT should be set somewhere between 750 and 1200 but I've seen some good tuners use only 550us with on 550cc FI's. I can't believe AEM doesn't offer clear advice on this since IRT should be the first step in fuel tuning. Changing it afterwards only screws up your fuel tune.

Here is a pretty good, albeit a bit old and very technical, read on the subject:

http://www.autoshop101.com/forms/h25.pdf

The 2AZ-FE isn't listed but I'm fairly certain that it uses independent FI timing control. I found it interesting to see that the stock ecu even corrects injector pulse width based on battery voltage.

Last edited by ScionFred; 04-16-2010 at 12:03 AM.

04-16-2010, 03:08 PM

#26

B_Real45

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Paul,

My current BC cams dowel pins are extended to match the length of OEM. Should they be pushed further out to get closer to the sensor? In other words, should the air gap be the same or smaller with the BC cams?

04-16-2010, 03:19 PM

#27

paul_dezod

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Quote:

Originally Posted by cburglb34

The anti-fowler is causing this.

04-16-2010, 03:20 PM

#28

paul_dezod

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Quote:

Originally Posted by B_Real45

OEM or tighter Rob. If the car runs on the OEM gap, then you are good. If not, then go tighter.

04-16-2010, 11:44 PM

#29

my06tc

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Quote:

Originally Posted by paul_dezod

I'd be curious to see how well or at it works. I know most of those simply change the ramp of the TB opening. For example, it feels faster because at 40% throttle, it opens the plate 60%....

Hmmm wouldn't say faster, the throttle feels alot more responsive,makes the car pull alot better...like a night and day difference

04-17-2010, 04:16 AM

#30

cburglb34

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Quote:

Originally Posted by paul_dezod

The anti-fowler is causing this.

k well if i run no foulers ill get a check engine lol...there no winning

04-17-2010, 04:34 AM

#31

crush02342002

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try just two of em instead of three. I use two of the short ones

04-17-2010, 07:18 PM

#32

paul_dezod

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So, some more cool facts and info.

How long (spool wise) would you think it would take a 54 trim .63 A/R turbocharger to go from cruising in 4th gear in vac (10 kPA) @ 3200 RPMS to full boost of 7 PSI (145kPA) on our S1?

Answer: Peak boost was achieved at 3548 RPMS! This is a standard journal bearing turbocharger and had full spool in less than 348 RPMS. No too bad huh?

Our highest duty cycle on this particular run was about 51% at about 6K rpms on a walbro 255 and 850cc injectors