paulr33

i have read down this path before and end up at the same result, when it was discussed some time ago and gary brought up the refence to HPI talking about ljetro vs djetro. the TPS when on max load would be fixed 3.98volts as you have the throttle nailed, so its still a 1 dimensional increase. load is purely AFM or MAP and lets pretend it was TPS as i just said its fixed when on max load so that doesnt help either. sure if a given airflow meter is a restriction (given most people use 2.5" intercooler piping so it cant be that bad) and that turbo's have restrictions AFTER The AFM and NEVER before. then move to more than 1 airflow meter or get bigger ones that can measure more -> twin q45's should be big enough if you think the AFM mouth is a restriction the move it to after the turbo compressor inlet althought the restriction is after the compressor, not before

also curious how an ljetro vs djetro setup magically makes it gain more power? was it maxing out the airflow meters in use? i dont see you would make more power on a map sensor setup, they both achieve the same goal, albeit the map sensor has a crapper version of it

a search will certainly tell you but an rb25 r33 would be ideal the r34 is more prone to failure than the r33 turbo

yes the map points for djetro are still 20x20 and you can confgure them via datalogit but the same base problem is still there. once you reach the same base pressure in the manifold, ie: target boost the load axis never increases and this is where you loose load points, as from that point onwards you just run in 1 dimensional tune. whereas the airflow meter still has 2 dimensional as there is always more airflow assuming the airflow isnt maxing out and flatlining, but thats another problem in itself

the problem doesnt stem from max power or how it performs on the dyno. the problem stems from how a map sensor system guesses the amount of airflow in the manifold. as its a guess based system it will never be as accurate as an airflow meter measuring it directly. once you reach max boost as designed by your gate, controller, solenoid or what not the map runs across a horizontal axis, so you don't scale down as more and more air coming into the system increase. this is due to the way map guesses airflow based on pressure. volume and pressure are two different thing the map setup says if i have 0.50kgcm2 pressure and my guestimation calcuation is: pressure x magic-number (lets pretend its 10800) = amount of air we get; 0.50 x 10800 = 5400 so our current airflow equals 5400 units. now the AFM version would say lets pretend 5400 airflow units also. now as boost pressure increase more and more air is coming into the system so the AFM signal goes up. so lets say we now have reached target boost (say 1.3bar) 1.3 x 10800 = 14040 and our AFM says there is 14000 units of air present now we are at 4500rpm so theres lots more RPM to go AFM = 14000 units @ 4500rpm MAP = 14040 units @ 4500rpm now lets pretend we have had full throttle nailed for some time and are at 6500rpm using our same equations (we are still at target boost) MAP 1.3 x 10800 = 14040 AFM says 18000 units of air present the AFM has clearly shown more air has come into the system ,as RPM increase more air comes in, despite the same fixed pressure. So what happens in turn is the djetro version or map sensor version shoots across the RPM axis as load never changes, as the MAP guesses air present based on pressure, which never changes. The AFM version keeps scaling across both the RPM and Load axis as more air slowly is coming in and RPM is being increased. so it scrolls diagnoally if that makes sense.

its all in here http://www.skylinesaustralia.com/forums/in...showtopic=64201

you relocate the AFM in the pipework after the intercooler but before the throttle body. like where the rb25 pipe work joins up with silicon joiner, near the NISSAN 2500, relocate it to there in between the pipework and you can have the turbo opened mouted with whatever air intake you see fit

agian, if you read the FAQ you would have learnt how AFM and MAP is different in terms of mapping. in summary; airflow meter is better and more tunable map sensor gives you less load points that are usable as you can see lots of people agree with keeping the AFM, so its likely there is a good reason for it

you havent listed a power target so we cant help. for any injector changing you need aftermarket ecu, powerfc will do fine. without knowing any more power requirements s15 sr20 jdm manual 480cc injectors nismo 550cc rb25 injectors both are straight fit and dial in (with the right ECU)

thats correct, but its only likely to backfire when they realise and make things worse and build a bad judge of character for you.

he is driving the car illegaly, it is very clear on the ruling for power to wieght. one would be quiet foolish to pursue this any further when you are knowingly breaking the law. your funeral

the FAQ covers all these questions and many more, but in summary djetro = map sensor driven (ditch afms) for most applications the ljetro (airflow meter) version is more suitable and easier to tune. i would recommend single Q45 in your case which is 90MM opening diameter which is one of the bigger airflow meters, natively supported by the powerFC also. i cant see you getting any other out of the box good support from other ECU's im afraid

i think you are forgetting you are illegally driving that vehicle in victoria. so the second you pipe up they will take you down so i suggest you cop it sweet and move on. you have no leg to stand on driving the illegally so be happy you got off with nothing major

thanks for clearing it up, wasn't have a go was just curious thats all

there is no performance to check, what exactly do u want to check? you can check the onboard diagnostics for any error codes and messages you can log all the standard sensors and signals the stock ecu has

the fcon v pro is stand alone, i see no need for safc piggyback ?

couldnt agree more

i told it would suck and they would snap

maybe there are two versions of the 2530's in twin format this page seems to indicate they come with restrictor bolts http://forums.freshalloy.com/showthread.php?t=148813 which would indicate they are ball bearing

found it (post #96) http://www.skylinesaustralia.com/forums/in...ic=72151&st=80#

i think im loosing this one

ok anyone with twin 2530s do you have a restrictor on the oil feed http://www.skylinesaustralia.com/forums/in...pic=93332&st=20 that thread seems to be very helpful it seems to indicate if you have a restrictor then they are ball bearing

let me see if i can find where i read it i know the single gtst versions are ball beariing for some reason ive read the twins arent

at the end of the day you are always in the wrong until proven otherwise the cop can defect for whatever they deem reasonable in their eyes of the rules (wether its correct or not is another story) the cops dont have meetings with EPA weekly to get updates on changes etc so they dont know the rules 100% but they certainly know the common stuff and when they can usually issue a defect. its then upto the corresponding vic roads / EPA dudes to do their job and clear it or reject it as required 6 months later, the same thing can occur, same defect and same belief, and youll have to go get it cleared again.