TiTAN

Intake manifold gasket $38 (clicky)

take the spark plugs out and get someone to stick a camera in there, forged pistons generaly have a different top to the standard items.

the ignition and fuel maps are nothing like each other, the powerFC was running slightly tweaked stock maps and the vipec is running completely custom maps with much more ignition timing everywhere. The powerFC rarely ever showed more 3-4 knock and the vipec has never once needed to pull ignition timing that i have seen.

i run the plugin unit, you need an external amp/filter for the knock detection to work i run both knock sensors into that unit and then that unit has one output into the ecu

you still have to pay for the Wakefield license on top which lasts a year.

the tune on my powerfc was different to the tune on the vipec, they cant be directly compared. I run the plugin version of the V44 so i have an external amp/noise filter which filters around 6-7khz and the amplification is set via a variable resistor. (just kept turning up the sensitivity until it started to give more than 0v while free reving and then turned it down slightly)

have a better search its all in here somewhere. btw you shouldn't be doing anything to the BOV it has nothing at all to do with your boost control. at the end of the day if you have no idea what you are doing and are not mechanically minded just pay someone to install it for you, if you connect the lines up the wrong way you can have unlimited boost shortly followed by the compressor and or exhaust wheel flying apart leaving you with a dead turbo for the sake of saving $100.

GT-SS/-7's wont make 400kw without some giggle gas, they just cant flow the air for that ~320kw tops. The turbos you have now are the ones you would be told to get for the power you are after. if you want more response you need to look at increasing displacement.

isnt your car closer to 400kw?

i am using 220-250 which is just over 1v and at the noisiest point my engine gets up to 0.8v (7000 rpm loaded up in 4th) so if there is any knock it should easily go over the limits and back off timing.

that's correct. it might not stall all the time but it will stall and when it does you will look like an idiot at the lights/intersection. an aftermarket MAF based ecu can be tuned to cover up the issue or a MAP based ecu which wont care what sort of bov or if you even have a bov on there.

the knock levels range from 0 - 1020, 0=0v, 1020=5v so 400-500 is around 2v if there is any knock it should jump to that or beyond. see here for more info on the knock control. Knock Control is a feature designed for reducing engine damage caused by detonation. Detonation occurs due to sharp increases in cylinder pressure usually caused by the ignition event happening too early (too much advance), or excessive compression pressures (eg too much boost). Other factors can cause detonation including excessive engine temperatures, low octane fuels and lean mixtures. Detonation can cause irreparable damage to an engine, including burnt pistons and broken ring lands. In almost all cases detonation can be avoided by reducing the amount of ignition advance for a given load. The Knock Control function allows the ECU to detect detonation and automatically reduce ignition advance until detonation no longer occurs. Timing removed by the Knock Control function remains removed until next time the ECU is shut down. For safety reasons, the ECU will not attempt to put the timing back into the engine. Timing removed will be reset when power is cycled to the ECU therefore timing changes are NOT permanently stored. Warning: Knock Control should be used as a safety feature only. It is not design as a tuning aid to help determine optimum ignition timing! Knock Mode Knock Mode selects the operating mode of the Knock Control function. The following modes are available: · OFF - Knock Control is disabled. · ON - Knk I/P - Knock Control is active. The knock signal is measured by the onboard engine noise detection circuitry. Note that not all ECUs have on board engine noise detection circuitry. · ON - An Volt - Knock Control is active. The knock signal is measured from an analog voltage input from an external engine noise measurement device. Knock Target Table The Knock Target Table will become visible when Knock Control is activated. This table sets the allowable engine noise for a given RPM/Load. Each engine will have different noise characteristics. Engine noise is generated by mechanical clearances, valve train noise and even valves closing against the seat! Knock control will reduce ignition advance when the actual measured level of engine noise is above the value in the Knock Target Table. This table must be manually filled out for a particular engine. Knock Target values can range from 0 (minimum noise) to 1020 (maximum noise). See the Knock Control setup procedure below for more info on entering values into this table. Use the Table Axis Setup menu to adjust the Knock Target Table axis parameters and change rows/columns. Knock Ign Trim Table The Knock Ign Trim Table shows the amount of ignition retard caused by the Knock Control system. Each time the actual engine noise level exceeds the Knock Target value for that particular RPM/Load 0.5 degrees of retard will be decrements from a cell in this table. The Knock Ign Trim Table can be used to determine where excessive engine noise has been detected as each cell that has its retard value changed will turn blue (only when this occurs while the ECU is connected to Vi-PEC Tuning Software). The Knock Ign Trim Table is cleared when the ECU is turned off. Ignition changes made by the Knock Control function are NOT stored permanently. The Knock Ign Trim Table can also be cleared by setting Knock Mode to OFF, then back to ON. Use the Table Axis Setup menu to adjust the Knock Target Table axis parameters and change rows/columns. Knock Retard Limit The Knock Retard Limit sets the maximum amount of ignition timing in degrees that will be removed (or maximum amount of ignition retard). This limit avoids the ECU removing too much timing if the value in the Knock Target Table is set too low. Filtering On ECU's equipped with on board engine noise detection circuitry, signal filtering is configurable. The following adjustments are available to configure knock signal filtering: · Freq Channel - This setting sets the sensitivity of the ECU to a particular knock signal frequency range. The following options are available: · LP Only - Knock input is sensitive to all frequencies below 7 kHz · 5.5 kHz - Knock input is most sensitive to frequencies near 5.5 kHz · 7.0 kHz - Knock input is most sensitive to frequencies near 7.0 kHz · 9.0 kHz - Knock input is most sensitive to frequencies near 9.0 kHz · Gain Channel - This setting adjusts the overall gain of the knock circuitry amplifier. A higher gain number will result in larger Knock Level numbers for a particular signal input. Use this adjustment to getter a better range of Knock Level numbers. If Knock Level numbers are reaching full scale then reducing Gain Channel will bring them back into range. The required Gain Channel and Freq Channel numbers will depend on the engine type, engine capacity, knock sensor type and knock sensor location. A Freq Channel setting of LP Only is not often used and exists for compatibility with older ECU's. As a general rule engines with a larger capacity require a lower Freq Channel setting. Runtime Values The following Runtime values can be observed under the Ignition Runtime Values tab to monitor the state of the Knock Control function: · Knock Level - The current measured engine noise level. · Knock Target - The current value as interpolated from the Knock Target Table. · Knock Ign Trim - The current value as taken from the Knock Retard Table. This shows the amount of retard caused by the Knock Control function at the current RPM/Load. · Knock Count - Increments every time the Knock Level exceeds the Knock Target. Knock Control Setup Procedure: The following procedure is a guide to setting up Knock Control. Unfortunately the amount of engine noise measured before and during detonation varies significantly from engine to engine, with sensor type and sensor location. Experience is required to determine the best Knock Control setup. At all times during setup, make sure that an audible knock detection device is used (such as a KnockBlock with headphones). Avoid unnecessarily causing detonation as engine damage may result! 1. Ensure the engine is tuned to its final optimum state, particularly ignition values. Remember that Knock Control is used as a safety feature should engine operating conditions change, not to determine the final ignition values. 2. Set Knock Mode to ON. This will activate the Knock Target Table and clear the Knock Retard Table. 3. Use the Table Axis Setup menu to adjust the Knock Target Table and Knock Retard Table axis parameters and change rows/columns. 4. Set up the Knock Target Table. The following hints may be useful: · Use the Knock Level Runtime Value (under the ignition runtime values tab) to monitor the current engine noise level. · The engine must be run at various RPM and load values to determine the engines 'non-detonating' noise characteristics. · The value entered in the Knock Target Table will be the amount of engine noise that must be exceeded before ignition timing is decreased. Therefore, this value should be the 'non-detonating' noise level plus some headroom. Typically the value entered in the Knock Target Table will be about 10-20% higher than the 'non-detonating' noise level. · Enter high Knock Target Table values in areas where Knock Control is not required such as idle, cruise and free revving. 5. Set the Ignition Retard Limit to the maximum amount of ignition timing allowed to be removed by the Knock Control function. This will typically be between 3 and 10 degrees. 6. Perform power runs and operate the engine in all load/RPM areas where knock control is to be used. Check the values in the Knock Retard Table. If these values are not zero (or have turned blue) then the Knock Control function became active in those areas. It is up to the tuner to decide if this was due to the occurrence of detonation or if the Knock Target Table values are too low. Remember the Knock Retard Table is cleared each time the ECU loses power.

Ask any racer, any real racer, it don't matter if you win by an inch or a mile. Winning's winning. ps. roger cordia only ran a 13.7 so a gtst > roger cordia.

admit it, if someone gave you either a free built RB30 or a free built RB20 you would take the 30.

you make that sound like a bad method, i did mine with a dremel. the stock ECU board is of no use it doesn't matter if its damaged.

fixed for you.

stock ecu? going over ~11-12psi will probably feel like you have hit a wall @ 4500-5000rpm. the ecu kills off all the power makes a few large pops and bangs in the exhaust and then continues on. the easiest way around that issue is to just stick to 10-11psi.

how well was the bottom end balanced when the engine was assembled? was the crank modified in any way? aftermarket harmonic balancer? what kind of valve springs? what cams? If you have no idea what was done to the engine when it was built don't just go and set the limiter to 9000 as it will probably break something, On the other hand if the bottom end was properly balanced and has all the work done to it, does the head / turbo breathe well enough. It may be a step backwards as the engine cant pump enough air through to keep making power @ 9000 and you are just revving the engine for the sake of saying it revs to 9000.

or upgrade the system to 3.5/4"?

you were hiding out the back would have been 6:00-6:15

800cc are big enough for 450kw on petrol

It is either on or off

gaping the plugs down does not fix the issue it simply masks it the issue will come back (smaller plug gap = easier spark). your coils should easily be able to run 1.1mm plug gaps at any power level the stock turbo is capable of producing.

we can just assume il show up, saves putting me on the list.

seen it, its not bad.