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yea im rebuilding my motor right and im putting the 11.7.1 pistons and boring it out allitle and i have the head bored out alittle also stock parts for the head though and hopefully i can get the itbs soon but i would love to see if i can still use the stock ecu keep me updated thanks
off topic, isn't the 11:7 piston kit basically the JDM piston kit? since toda racing japan's catalog doesn't have it.
anyway, keep us updated how your setup works out.
another personal experience: cam gears and ecu tuning adds more hp than camshafts
The flow characteristics of the ITB's will be so different to a plenum that you will struggle to get the stock program to work with it. A supplemental system may work but you could find the adaptive tune of the factory computer fighting against you.
You could risk spending lots of dyno time and effort trying to get your hybrid system working and find that you could have purchased and tuned an AEM for the same money.
I would get the AEM up front and save a lot of time in frontier land.
wont work, speed density must be "turned off" in the stock ECU. Im lacking to see the point tho no offense, why not just buy a EMS and run itb like everyone else? your stock ecu and the methanol injection is; a) going to be more unpredictable b) worse to drive C) more expensive. Also i mean im all for beingtuning NA (obviously) but why put ITB on a stock motor, i mean i realize its easier for me to say that but still with a REALLY good tune and a I/H/E set up i bet i could make as much power as the set up mentioned above. or a reallly bad ass set up i Really want to try is 2.2L bottom end with a AP1 head w/IHE all on EMS. Also the JDM CR is not 11.7 i believe its more like 11.4 or 11.3, which you could accomplish with a thinner headgasget.
also, even itb with a vacume accumulator the map values will be completely different then sotck, and the speed density must be turned off with in the stock ecu (impossible). the other thing is with the methanol injection the way you desibed it will more then likely leed to lots of fireballs in your engine bay, say the stock ecu would run the itb, i highly doubt youll be able to get the methanol injectors to be timed properly, there is going to be some delay be it micro seconds it count when you get to this pointif form nothing else the way want to wire it will more then likely cause a delay. Also about the camgears being more helpfull then camshafts is true to a point but wiht this motor unless you have aftermarket pistons their isn't enough valve relief to make the sprokets usefull. and there is EGR but, your right about itb kits getting rid of them.
here is the egr port
p.s im almost done
notice the maps sensor accumulator cast into the manifold, eliminating the need for a bunch of vaume hose and an external tank.
White_S2000@16 who made your ITB?
Interesting to have the map cast directly on to the manifold.
One question this MAP only gets a pressure reading from only one of the TB's????
So are you assuming that each ITB is performing under the same vacuum as TB#1 for tuning purposes?
I don't see this as a bad assumption just curious how your set up works??
How will the way I wire it cause a delay (not an electrical engineer i am mechanical) being that the methanol injectors are wired directly to the stock injectors (electrically parallel) wont they activate at the same time. Assuming the injector electrical circuit has enough potential (voltage/current) to activate two set of injectors simultaneously.
Even if the stock ECU does not work I would still like to use the methanol injection to increase the octane at 80% and above throttle positions as long as the methanol tank will last longer than at least 1 tank full of gas.
How would the methanol cause fire balls in the engine bay. The guy making my ITB's said it was better to put the gas injectors before the TB to induce additional swirling and promote better mixing prior to the TB and then do the methanol post the TB due to methanol has a faster rate a evaporation. Putting the fuel injector before the TB is something I have seen on cart and F! cars.
I just sent an email off to alkycontrol to see if they can wire there set up to activate a specific level of vacuum and ramp up the pressure supplied by the pump as vacuum approaches 0.
I realize the electrical inhibit circuit may cause the delay White_S2000 was talking about. However I am now thinking the methanol injector could be left to activate at all times with the fuel injectors but with no pressure in the methanol rail no additional methanol will be injected. But when the methanol pump ramps up the pressure based on vacuum the injector will be already be activation. I could see a pressure rise delay happing due to the ramping up of the methanol pump. To combat this I would set the pump to start increasing the methanol rail pressure slightly before it is actually needed.
One question could the methanol injector over heat during low throttle position due to the fact it is activating but no methanol is flowing through it to cool off the internals?
But here is a thought what do you think would happen if I was to run the methanol injection system similar to a direct port injection NOS system but with out the O2.
The methanol would be injected by using a fogger which only receives fluid flow /pressure when vetch is active. While the methanol is being injected use the AEM EMS to advance the spark timing. Due to the increase in octane rating it should be possible to get additional power above the vetch point because of the ability to advance the timing with out causing knock/ damage.
This would get rid of the possible delay issues white_S2000@16 talked about.
New ITB setup on stock ECU
