Quote:
Originally Posted by micoulisninja
I am a bit confused about all that you describe here... 
-I will be using the 250's TPS along with the injectors, IAP etc and ECU...
what I cannot understand for one is why the maps are different for each cylinder and by how much ? do you see a reason behind that factory choice ?
-The values I have set the crank sensor to are 2-3 degrees above stock (European version) so is it 17 at idle and 43 @4000 on or what ?
And what values do you suggest I can stick to for optimum performance on the 300 engine without danger of damaging it ?
-My ECU had been hacked by a car specialist about 3 years ago and has been measured by 2 different dynos having the rpm limiter set at 14348rpm(15100 on tacho)...however he did not mess with ignition advance values (he claimed that resetting the limiter had been difficult to do and had asked me if I wanted him to set the advance timing but he would have charged me a lot more so I dropped it...) and I am wondering now what those values might be in that range....also what fuel values... I have been told that the signal being transferred when overreving is the signal of that of the last "in-map" setting(both for fuel and advance timing)... which in turn means that the value for the 13369 rpm should remain unchanged as a base signal up to whatever rpm the engine revs... is that valid or not ?
More questions... if I have him set my fuel, advance timing and rev limiter on the 250 ECU what values should I be asking for on the 300 engine ?
My PC V has values up to 13.5k and I was thinking of operating the engine up to 13.7k max...
I am grateful you shared all that precious info, however it has confused and troubled me a lot... I hope you can help some more by having some answer to my queries... |
Hello Nick, it wasn't my idea to make you confused - sorry about that.
I'd only wanted to inform you about what I've seen to give you some inside and help for your project.
So if your ECU is set up to a higher rpm-limit forget what I said about that point.
When you've changed the TPS you MUST set it up new, because when the TPS is misaligned forget about your motor-management since the TPS and RPM is responsible for the Alpha-N values and there your fuel-mixture is coming from.
Your ignition should be no problem, when mine is running good even if higher values.
You ask about a value for this, so like I said before, ignition-setup MUST be done on a test-bench and here comes the important point: at least after the mechanical work is done your engine must be setup on a test-bench for the greatest success in power-output. But when I talk about a test-bench here, this means equipment that you find in the factory or the big professional tuner have this, like the Racing-Teams.
About the value, where is none, when overreving I am not sure what value is valid in this moment, but this you could see with the real test-equipment. And do be sure, every rev-range you use must have a value set.
If you are able to contact the guy who did the work for you last time, go and contact him again to set the values in the ECU for the new conditions.
If it would be me, then I still would use the values from the 250 since your engine is no 300, it is still a 250 based engine with modifications.
And remember the setup from the 300 is very high emissions orientated, so for real good or high power output this all would not be so useful to look there.
Like I said before, with an FI-System you must do much more than with the easy changes needed when you have carbs and saying this, with what you're doing you'd already moved ahead from pure hobby tuning.
Good luck
