Jonathan,
Did you setup no lift shift and did yours cone wroth launch control?
Gents,
I would be extremely careful with setting up no-lift shifting strategies using spark cut on a turbo car.
Indycar had a number of engine incidents in 2011/2012 that were found to be the direct result of the shift strategy. It's not as simple as it seems...
Racelogic uses injector cut not ignition cut.
Sent from my GTX3582R
'97 M3, Estoril blue, 2 dr, euro 6-spd, EFR 9180 divided T4 .92 IWG, RK tuning, CP 8.5:1 pistons, Eagle rods, Schrick cams, L19 11 mm ARP studs, O-ringed block, Supertech stainless/inconel valves, Supertech springs & Ti retainers, ported head, S54 oil pump/pan, 80 lb. injectors, OBD1 intake manifold, Steedspeed twin scroll T4, 3.5" SS exhaust, eBoost2 EBC, HFS-4 W/M injection, AEM Failsafe, Zeitronix data logger, Racelogic TC, OpenOBC w. ethanol %, Ireland Eng. engine mounts, UUC black tranny mounts w. enforcers, UUC twin disc feramic, ARC-8's, MCS 2-ways, Z3 rack, Rallyroad strut bar, X brace, Eibach sway bars, Ground Control LCAB bushings, Bimmerworld RTAB's, Powerflex subframe bushings, 210 4-clutch LSD, Stoptech BBK, titainium shims, steel braided lines, brake cooling ducts.
There were problems with both ignition and fuel cuts for gear changes.
Ignition cuts were causing exhaust manifold explosions.
To quote one engine supplier on fuel injector cuts:
"However, with port injection it doesn't cut cleanly but it goes lean over two or three engine cycles, and that slow-burning lean mixture can cause spitting-back from the cylinder up the port, and that can cause a fire in the plenum."
Question: Have there been any revisions/changes to the Spa manifold over the last 5 years? I am running a T3 spa that was purchased in late 2007/early 2008. I'm wondering if this manifold has the same power potential as the unit that Jonathan's using. I am running a 6266 with a .82 a/r hot side.
I'm very curious to know, because I felt like the manifold and turbine housing were my next "choke" point on my car. But after seeing this car make big power on a t3 spa and small turbine housing, it's made me have second thoughts.
Admittedly I am sticking to 93 and 110 gasoline, but I'm still very curious to know at what point I will have to upgrade my manifold. I found it interesting as well to hear Mike R. discuss his experience logging exhaust manifold pressure on his setup. Makes me want to tap my mani to keep an eye on things as I continue to turn the boost up.
Are any of you that are using cast manifolds logging EGT's?
You might have the old SPA manifold that has a solid flange. The newer ones are cut between each port on the flange and have shown better resistance to cracking. For a while the SPA manifold had a common flange that was drilled for both T3 and T4, but now I think they are completely separate manifolds for T3 and T4.
I think Chickenhed is logging egt on his steed speed, but that's not really a SPA
Last edited by cragg56; 11-28-2013 at 08:30 PM.
'97 M3, Estoril blue, 2 dr, euro 6-spd, EFR 9180 divided T4 .92 IWG, RK tuning, CP 8.5:1 pistons, Eagle rods, Schrick cams, L19 11 mm ARP studs, O-ringed block, Supertech stainless/inconel valves, Supertech springs & Ti retainers, ported head, S54 oil pump/pan, 80 lb. injectors, OBD1 intake manifold, Steedspeed twin scroll T4, 3.5" SS exhaust, eBoost2 EBC, HFS-4 W/M injection, AEM Failsafe, Zeitronix data logger, Racelogic TC, OpenOBC w. ethanol %, Ireland Eng. engine mounts, UUC black tranny mounts w. enforcers, UUC twin disc feramic, ARC-8's, MCS 2-ways, Z3 rack, Rallyroad strut bar, X brace, Eibach sway bars, Ground Control LCAB bushings, Bimmerworld RTAB's, Powerflex subframe bushings, 210 4-clutch LSD, Stoptech BBK, titainium shims, steel braided lines, brake cooling ducts.
It's a safety measure for nitrous use.
Adding nitrous increases engine exhaust flow without increasing the turbo induction flow. It has to be bypassed by the WG, or boost is affected. At some point, the WG flow will be maxed out causing the exhaust manifold pressure to increase, at which point nitrous flow will be limited by the EMS.
Last edited by PEI330Ci; 11-29-2013 at 06:04 AM.
My Steed speed is drilled for EGT and EGP. I was only using the EGP numbers to see what exhaust pressures it was taking to produce the boost in the intake to get an idea for cam set up and if I should have a bigger turbo or not.
Sent from my GTX3582R
'97 M3, Estoril blue, 2 dr, euro 6-spd, EFR 9180 divided T4 .92 IWG, RK tuning, CP 8.5:1 pistons, Eagle rods, Schrick cams, L19 11 mm ARP studs, O-ringed block, Supertech stainless/inconel valves, Supertech springs & Ti retainers, ported head, S54 oil pump/pan, 80 lb. injectors, OBD1 intake manifold, Steedspeed twin scroll T4, 3.5" SS exhaust, eBoost2 EBC, HFS-4 W/M injection, AEM Failsafe, Zeitronix data logger, Racelogic TC, OpenOBC w. ethanol %, Ireland Eng. engine mounts, UUC black tranny mounts w. enforcers, UUC twin disc feramic, ARC-8's, MCS 2-ways, Z3 rack, Rallyroad strut bar, X brace, Eibach sway bars, Ground Control LCAB bushings, Bimmerworld RTAB's, Powerflex subframe bushings, 210 4-clutch LSD, Stoptech BBK, titainium shims, steel braided lines, brake cooling ducts.
Soooo, I ain't done shit lately with the car. Started it up a few times and let it warm up, but nothing more. I bought Ryan's ZF he had for sale so that will need to go in sometime. No rush however as it's just too cold to be boosting around.
Trans back will be coming out this winter for some needed R&R. This also gives me the opportunity to see how that UUC clutch is really holding up. Also will likely rebuild the differential with new bearings and maybe some new magic. Also need to replace a leaky CV boot/axle. I'll make sure to take pictures and provide information.
But I'm taking it easy until after the holidays!
- - - Updated - - -
That's on the wish list, but I'm pretty sure those things are expensive. Also it would require me getting ANOTHER driveshaft made. I'll be sticking to the ZF 5-Speed for some time to come.
Yep, you got it. The unsupported 3rd is now completely unsupported. LoL.
It's yours when I pull it out if you want to get it. When you take it apart, must post the broken parts pictures here!
- - - Updated - - -
Launch control, yes. No lift shift is not wired into the racelogic harness out of the box but I hear it can be done with firmware updates. Not sure I'm ready to break that many parts however.
Maybe a solution to this unsupported 3rd gear failure would be to move the torque curve to the right when guys are putting 700+ whp?
WOT
Funny, your the second person to say that word to me in two days! My critical thinking, thought this would be a good discussion topic, torque on OP.
I do have a question / concern about the DME with race logic. Are you running sequential injector timing or batch? If batch, how do you not lean out when race logic is activated?
WOT
1) Earlier torque in the power curve is the future. Hence...the answer is better parts which can handle the power, not lowering the torque hit.
2) Stock DME only uses sequential. Hence why you must use high impedance injectors and only recently have they made 80lb and above high impedance injectors available which have allowed the stock DME tuners to now go up to 1000whp.
My apologies for making any comments on curves in your thread. Won't happen again.
Last edited by hsvturbo; 12-21-2013 at 06:05 PM. Reason: outside the box.
WOT
Not interested in reducing mid-range torque. If anything, I'd like more torque. I hate setups that you have to wind out to get any power.
Drive a 500wtq/700whp car then drive a 700wtq/700whp car. Guaranteed the 700wtq/700whp is much more fun.
Also, not interested in ever using 5th on the dragstrip. The car is geared optimally for 4th gear.
The car is not a drag car, it is a fun car. Fun = torque to the left, not right.
I have a very nice boost controller that I could do boost by RPM to keep the torque hit down in mid-range. Hopefully I won't have to utilize it.
If I want to drive a gutless car, I'll get in the Z4M. LoL.
Merry Holidays!
Last edited by mcoupemindy; 12-21-2013 at 04:56 PM.
My bad, I didn't know my comment would offend you, therefore I just deleted it. In all honesty, I knew the comment wouldnt change your mind, but it might just make sense to someone else reading your build thread planning to go big power. Who knows, maybe they would go to the right. My appologies again. You know, we are on the same team, promoting boosted BMW's. Sigh
WOT
Last edited by mcoupemindy; 12-21-2013 at 06:58 PM.
If we want to get into hsvturbo's shift to the right for a drag car convo we can simply follow Mike Radowski's car. Basically same peak power was just shifted to the left and a new record was achieved. heck...he nearly broke into the 8s. Sorta blows the shift to the right for a drag car is better argument and we all know shifting to the left for a street car is better. I did the 76gts for the street and even at 32psi = no thanks!
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