STATUS

Officials and arms crossed = tears to follow...

the kits we use have map sensor inbuilt.

Ratio works as follows as we work back from the large engine will small turbo scenario. 48psi in exh manifold and only 10psi in inlet manifold works out to a ratio of 4.8:1 in theory if we were to try and get the same 48psi of back pressure in the exhaust manifold on the 2l we would need to have 32psi on the intake based on the 1.5:1 ratio (derived from testing).

we had a period of time when some of the proto turbos coming through would take 8 -10 degrees less timing so we used the egt port in the housing to measure EGT and Pressure (thie pic attached is not mine) to determine exactly what was going on in there pressure wise.

Yeah we prefer to run WMI refferenced to INJ duty and map.

^^ just had a thought... did you remove the big black baffle box that connects the crankcase to the rocker cover vent? if so put it back.

They are fine, i just prefer a simple wet and dry boost setting via EBC with peak recall and warnings etc. If the car has a digi dash etc then internal boost control is best.These are my preferences everyone is different.

not your fault, not scotts just a victim of circumstances.

yeah if it was a 16psi base actuator you were stuck, no good unfortunately. i reckon if you got a 6psi gate and started from there you would have been sweet.Check it back on with WMI, did i read you had a kit? even at 16psi you should get about 8 degrees in it.

i dont use the boost kits in 99% of cases tbh. i include the IAT for that price. Generally most guys wont need the xs harness either.

but what boost are you starting at?, 0-3 degrees is going to make the egts go waaay through the roof.... you need to start real low boost wise and watch your timing table as its is going to limit your boost dont let your boost determine your timing. Always aim to make as much power as safely possible on the lowest boost.

what is your peak timing @18psi? what where the egts? The difference between 2 degrees of timing to effect detonation is as much as going from 12.6:1 A/F ratio to 12.0:1 (or 12.0:1 to 11.4:1).

Have a loan controller coming over from NZ as we speak (so maybe 3 more days till we are back on the go).New controller is still 3 weeks away.

If its all mint it will hold rail pressure.

aah then WMI is the only option. Same result as E85 just requires a decent controller.

around 300max @ less boost generally.

aah yeah its r34 so direct fit, i have id1000cc in the shop rb20 also direct fit.. only R33 needs adapter and rail conversion.

we can make more power on less boost. E85 will help out.

No issue, pretty common to drop pressure.

on E85 it should be sweet, we did a high comp E85 S14 Sr20det with poncams and GT2871 and made 269rwkw on sensible boost... and stopped due to no injector left...

did 5 min fix if its not making sense bad luck lol

haha i wrote it in word, then cut and pasted... format fail.

<p><span style="font-family:arial,helvetica,sans-serif;"><span style="font-size: 14px;"> True i think we all may be talking different things. The problems i keep reffering too with the L2 and some of the other prototypes we see come through are related to backpressure (exh valve to turbo). If we compare SR20 with l2 to rb25 with l2 and assume the exhaust system without turbo (headers, turbine, downpipe, etc.) is the same between both motors we can assume the "base" backpressure will be roughly the same. If theroetically the backpressure measures at 48psi between the motor and turbine. The 2500cc motor will run into a bottleneck because there is 48psi in the exhaust and only 10psi in the intake (a 4.8:1 ratio). This high ratio keeps the cylinder from scavenging/filling fully and therefore limits power. The 2000cc motor, on the other hand, has 32psi of boost (only a 1.5:1 ratio) to push against the backpressure. Therefore it is able to be much more efficient under these conditions. The bottom line is, as your motor size increases, your boost level will go down (in order to achieve the same power level). In such a case you will need to maximize the flow potential of your compressor and minimize the restriction of your header system (including the turbine) in order to reach your power goals. L2-20g is so restrictive on the 25 its is hard to control the heat due on 98 in part to the high ratio of boost to backpressure, therefore we need to run lower boost levels to keep the ratio in check and keep det at bay (diluted charge). E85 allows a more efficientsetup would allow as the diluted charge is still more potent.. We have tested exhaust pressure on a few turbos lately and the ratio of boost to backpressure is way to high, its mostly on guys trying to chase respone via small hot sides on their turbos... ive found to make good power, generally turboed engine efficiency depends more on low exhaust backpressure than tricks with the cams etc and going too small on the hot side of a turbo and you won’t be able to effectively control EGT’s no matter what. If you want to monitor heat trends an accurate ir gun will suffice to see trends in temps but a bung is the way to go for real results.

Get rail from here $99 for full conversion: http://goodiesdirect.com.au/index.php?route=product/product&path=81_88_90&product_id=405 injectors from tuffcarparts.com.au or http://www.asnuperformance.com.au/