Like the title says, what ECU or Engine managment are you using. Just trying to get a feel of what I may need. Include extras such as ungraded MAF and what cc (or lb) Injectors. I may need some help, im just getting into the turbo aspect of the SR20. So far I have:
I know im prolly going to have to upgrade the Injectors(50lb??), and im trying to figure out the best (cheapest) ECU or Engine managment that I could use.
Im trying to get around 9-10psi. And hopefully somewhere in the 240-250 hp region. Are these Resonable Goal?
(p.s. This is going into a '93 NX2000)
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1993 Nissan NX2000-2002 Lexus IS300 (turbo)-2003 Mitsubishi Evolution 8-1999 Kia Spectra(supercharged)- 1994 Eagle Talon Tsi AWD (23psi)
Ummmm, no you can't upgrade a JWT ECU... the one you have is junk. I'll do you a favour though and take it off your hands for say... $40 shipping in. Sound good??!
J/K - send your current JWT ECU to JWT with the new specs and they'll reprogram it for I think $100 or $125.
Here's some background on the Electromotive TEC III for future searches like this. Download the pdf manual and read pgs 10 and 11 if anyone interested in a true stand-alone system. I am not using mine to it's potential yet, but this will explain the smooth curve (from scratch in a little over an hour at TappAuto.
PC programmable and configurable for 1, 2, 3, 4, 6, 8, cyl. engines and Rotories with a 12 cyl.and 6 cyl dual plug option
Operate in Open or Closed loop
Run True Sequential, Phased Sequential or Simultaneous Injection with individual cylinder trim
Configurable for TBI, MPI, TPI and individual throttle bodies
Additional Injector Output Drivers built-in.. Run Low or High impedance injectors
Full 150 mJ of Spark Energy directly to the plugs without misfire
New Dual Rev Limiters with ‘Triple Smooth Technology’.. 1st step retards timing to a negative -12º degrees.. 2nd step cuts coil current in half.. 3rd step coil current and fuel are cut-off.. all three steps occurring within milliseconds!
Waste Gate (Boost Control), Nitrous Control with up to 4 stage retard available
Four Programmable GPO’s (General Purpose Outputs) to control or activate VTEC, Shift Lights, Water Pumps and Fans, A/C Compressor, Torque Converter and more.
New Programmable Adjustable Electronic Tachometer Output
Uses primarily GM type sensors
Diagnostic monitoring with codes issued through Check Engine Light
Easy to install bolt-on Trigger Wheel and Mag Sensor Kits available for many applications **60 tooth crank sensor
Made in the USA
New On-Board Data Acquistion Adjustable Sample Rates up to 100 samples per second Simultaneously record data from up to 25 inputs including: Air/fuel Ratios, Injector Duty Cycle and Pulse Width, RPM and Throttle Position, Gear Position, MPH, Boost (manifold pressure) and much more!
Additional configurable Digital and Analog Input Channels View Multiple Data Graphs side by side or Graphs may be overlayed for comparison Graphic Screen Displays may be Printed and
Data may also be exported to a Spreadsheet program for further analysis Data Logging can be started and stopped manually using a switch, or the system can be configured to automatically start and stop via values pre-set by the user.
With a non-turbo ecu I would send it to JWT after I had everything nailed down that was going into the car. If I were planning future upgrades I would install an SAFC (or similar) so tuning can be done without down time.
On the 93 Altima, I started out with JWT Stage 1 ECU piggy backed with an APEXi AVC-R, S-AFC, and a ITC (I wanted to fine tune the engine because of changes from the map at sea level to high altitude) with Z32 TT 370cc injectors and running 9 psi. Then after the full turbo build up upsized the injectors to Nismo 555cc, changed the turbo trim and housing A/R upgraded to a APEXi GTR IC core and recalibrated the APEXi electronics. Currently I am in process of getting a Motec M4 and CDI 8 setup w/ the Bosch WB O2. I'm planning on running either 4 1100 - 1200cc injectors or adding 4 more 555cc injectors but I'm still trying to research the stability of a 1200cc injector at such short timing pulse while at idle. Also I am working on a custom intake manifold but need to finalize whether it will have 4 or 8 injector fittings... I'll stop with all the technical vocalizing now.
On the 90 300Z, I have a JWT a semi Stage 3 ECU and a Blitz SBC-iD running Nismo 740cc injectors (I changed the injector harness).
I like the JWT reflashed ECUs and I think for most applications they are easiest and safest way to manage your power efficiently. That is my opinion though.
Black Hornet has a TEC III on his Altima and he seems to like it alot. It is very stabile, reliable, expandable, and extremely tuneable. The cost is pretty reasonable for a full management system.
Troy
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SHIFT_Happiness
1992 S13 240SX SE Fastback KA24DE 5 spd - Type X Aero & Seibon Carbon Hood & Hatch -soon GT28RS
1993 U13 Altima SE KA24DET 5 spd w/ Nismo LSD - A high hp FWD can be fun (GT30R Turbo inside)
1990 Z32 300ZX VG30DETT 5 spd - 600HP & Very Civilized (working on twin GT28RS turbos)
Still trying to import a 1988 R31 Skyline GTS-R w/ RB20DET-R - only 800 produced (legal under show/display regs)
Very informative information on the TECIII Chillboy. Let me offer a few words here.
The below thread is long but mechanically informative - it has a few jpegs of the install as well. A standalone is not only the final step to total engine control (no pun intended), it also takes your function learning and tuning knowledge of a vehicle to new heights.
With that said, it also can make your daily driver incapable of still being one, which is totally dependent on how far you go with a motor build. It also places a heavy financial tuning burden on any worthy budget. A standalone is the ultimate tuning toy, but it must be respected, learned and have the proper purpose for its' use.
When I got into modded my car, it was just for a little more performance and to increase the KA's potential. After deciding to go forced induction (turbo) and wanting to see what I could accomplish, the TECIII was my only choice for tuning beyond the standard vehicle ECU control capabilities.
Enjoy and embrace your ECU management decision for it will be what your future upgrading possibilities will be based on.
Linear Mode
