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nicknack last won the day on July 6 2016

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About nicknack

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  1. SR20VET powered s15 - SR22VET time

    I've been lazy with updates. Went for a tune but still had misfires! they'd come and go and eventually got worse and worse. Turns out the bosch leads I had are a bit loose on the LS2 coils so the spark was jumping 2 gaps. We were able to close down the terminal on the lead to get better contact and squeeze in a couple of power runs. The car was 335kw on just over 20psi and we weren't revving over 8k (more on that later). Timing wasn't pushed as we didn't get enough runs in. Turbospeed is about 110k (154k limit) so there's is plenty left. Cams wanted to be switched at 4200rpm. I'd added a 4 port wastegate actuator with a 12psi spring and a 4 port solenoid. We can hold 12psi across the revs with ease. Worked out the curve of the engine along the RPM axis and what RPM needed what duty cycle to keep a flat boost curve and then we could just add 20% and get a flat curve at a new pressure. We settled for a 21psi ish high boost curve. Next one will be closer to 30! That's around 200kw at 4000rpm. Would love to see what it could've done with more timing and boost down there! Before the tune I swapped my bosch 2200cc Injectors for xspurt 1550s. They're amazing. I thought the 2200s were pretty easy to tune, but the 1550s are in another league. They're incredibly smooth and respond much better at lower pulsewidths. They're 'flow matched' Bosch 1500s. 1550s on the right in the picture below We could see 'waterhammer' from the 2200s on the dyno previously, so I decided to installed a fuel pulse damper on the rail. Seems to have helped in combo with the new injectors. Splashed out on a MSD lead kit after the tune - wish I did this in the beginning. Such good quality and instantly stronger spark Car ran strong - no misfires I've been having issues with oil surge on very hard accelerating in second gear or third gear up a big hill. It wasn't RPM increase rate dependent as snap wheelspin to 8k rpm in the wet in first and second didn't do it, it was only in the dry when the car had good traction and just shot away like a bat out of hell that i'd get about a 1bar drop in pressure around 6k rpm causing the ECU to cut power. I tried adding more oil - no change. A mate and I mocked up a sump, pump/pickup and upper pan and decided to test with water one night. It was pretty clear that on hard acceleration, oil would easily escape through the big hole in the windage tray and find it's way to the back of the oil pan, leaving the pickup to suck in air. This was obviously not such a problem in higher gears where the G-force was less. We came up with a baffle to stop this. I added a bit of extra side clearance to help drainback I'm pretty happy with the power as is, so might just leave it like that for a few months before going back for more boost and power. I have a track day in a couple of days so will be good to finally get the car doing what I wanted it to do!
  2. SR20VET powered s15 - SR22VET time

    I had it working quite well with map prediction and Accel/asynchronous enrichment. I'm still using map prediction with xtau. The live rolling AFR log really helps. If you tip in and it goes rich, lean, target, you have too much enrichment for too short a time. You then adjust it until the initial dip is to target and increase the time to smooth it. The point of xtau though is that there's no 'enrichments' to guess the amount of fuel that doesn't make it into the cylinder, you enter the amount that doesn't go to the cylinder and it works out the required fuel based on that. A lot of the OEMs are using this
  3. SR20VET powered s15 - SR22VET time

    Well, an update, sort of. My modified tank bulkhead started leaking a lot because the potting compound I used doesn't like ethanol. I found some delrin washers which have a step and orings to locate and seal and are internally threaded. They work a bit. But there's still fuel coming through somehow. I then booked in a tune which didn't go great. We couldn't get it to stop misfiring! We tried some more timing (around 16deg above 4k at 1.5bar) , new coil packs, fancy double iridium plugs (helped) but nothing fixed it. It'd misfire at anything above 1.1bar. The result we did get was 275kw at the wheels (low reading mainline) on 15psi using 50% throttle.... Super impressed with that. Andy from Adaptronic came out to help set up the new modular ecu. He got rid of my normal Accel enrichments and set up xtau enrichments. Immediately impressed at how quick and easy it was to set up. You need to work it out empirically by estimating what percent of fuel sticks to the cyl walls and how long it takes to evaporate and enter the cylinder. There's no 'enrichments' the idea is it jumps straight to the correct AFR. I tested my ls2 coils after the tune and they didn't stop the misfire! Dropped timing a couple of degrees and it got worse... Tried three more and the misfires nearly vanished! Ended up with 20deg ish at 1.5bar and man does it pull! Max turbo rpm is just over 100k Will book in a tune for a couple of weeks to get some proper results. A 3rd and 4th gear pull up a good sized hill - 23psi. The cut you hear if the ECU doing a short engine protection cut as oil pressure seems to drop a bit when the revs jump quickly. Foot was flat the whole time.
  4. S15 thermo fans

    Running so cool isn't that good. SR20s are designed to run at 83*c. I have any thermos and they're set so that the fan on the hot side of the engine comes on at 84 and the second kicks in at 87. Each fan switches off 4deg below it's on temp. This keeps temp around 82 for 90% of the time and avoids excessive cycling or battery draw
  5. SR20VET powered s15 - SR22VET time

    After all the dramas with the valv stem seals, the engine shop completely redid the head - all new guides and seals. 2x exhaust valves (cyl 1 and 3) were bent despite me having >3mm piston to valve clearance, so I think they either installed wrong initially or damaged them on the bench. They replaced them for free. Head doesn't breathe oil now. You can see how bad the old exhaust seals were Ever since I put the new ECU in and relocated the battery i've had massive misfiring issues. I narrowed it down and found that battery voltage seems to correlate very strongly with the misfire. Turns out that the coilpacks weren't getting enough amps. I installed a new switched relay and ran a 25a cable from the relay to the coil sub harness. You can see the red line below - the voltage would fluctuate wildly above 20psi and drop down to 12v at times. Turns out this was due to spark energy going back through the coil. Issue fixed. You can see how stable the voltage line is (top green line) with the exception of where it goes rich and the coilpack is unable to properly overcome the resistance of the extra fuel volume, in turn loading up the electrical system. Bought some new tyres. Federal 595 RS-RR. They seem to go very well. Haven't given them a proper run to see how they match the RS3s though. Did a lap of Mt Panorama whilst I was in Bathurst over Christmas. The speed limit is only 60km/h which is boring. To give you an idea of how steep it is coming through the first chicane after the skyline. Working on finishing my fuel tank bulkhead as my modded stock plastic one was starting to fail. The epoxy I used didn't stand up well to ethanol so was starting to leak. Engine bay currently. Plan is to get my resistive EGT sensor working with the ECU (need to pull the signal up to 5v which i'm having trouble with) and then I can go for a tune.
  6. Yeah, obviously you can't beat a bolt on 2871r for value but we're talking about new fancy gen2 stuff. Having to buy a new manifold is obviously a killer. Although, I was under the impression someone got a efr 6258 or 6758 on a stock manifold with slight mod to the engine mount. If someone had the choice between a gen2 gtx3076 and a efr 7163 for example and are planning to buy a new manifold, there isn't a logical reason to get the GTX. I just can't see it As for the sizing, the 6258 is plenty small and is pretty much best placed around 250kw. It's good for 270kw on e85 but is going to respond like a much smaller turbo. The thing about them is because the response is so good, you don't have to run a smaller turbo to keep low down.
  7. Holy shit they're a rip off. 2.8k from GCG for a gtx2 3076. That's external gate so you also need to buy a gate. A twin scroll EFR 7163 with an internal gate is 3.2k and you don't need to buy a gate. its going to be more responsive and have a better powerband for the same power output. I don't get what garret have done... Moved their turbos closer in price to EFRs but failed to actually close the performance gap?
  8. Yeah, Mark is happy explain what he's done and why he's done it. I'm tempted to get him to just do the mid-high boost part of my tune and then I do cruise and partial throttle, tip ins etc. Have you done something like with him before johnny? How much does he charge when you rent out his dyno?
  9. Seconded for Mark at MRC. Don't expect a big number on the dyno sheet, expect the car to feel really good to drive and be safe. Thats not because Mark can't make power, it's because that dyno give realistic (if not lower) readings.
  10. Can't remember the part numbers, sorry. The plug is different, but they run off a ground, trigger and 12v. S15 coils have 2 grounds from memory, I think for fault detection. There are some parts on Nissan road racing about 370z/sentra coil packs. Might find some info there
  11. Yeah. A mate has a s15/s13 hybrid cover (the one where you weld the s13 non-vct front on) and he runs k20a coils. They fit through the spark plug wells. Just need a small spacer to sit between the valve cover bolt hole and the bolt hole on the coilpack. Should be able to make something pretty easy from the small alloy tube bunnings sell
  12. K20a are skinnier yaris coils. K20a coils will work on s15 and p11 VE covers
  13. K20a coils are pretty easy to adapt. Need new connectors though and you need to make a slight spacer for the bolt and the coil is a bit taller. You can get brand new Bosch ones for around 300-350. More intense options include ign-1a or ls2 truck coils. The Audi r8 coils seem decent and they're only 50 each. Dunno about sizing though
  14. SR20VET powered s15 - SR22VET time

    Bit of a not so happy update. Everything was going really well with the car, ECU was working better and better and I was getting it nice and dialed in, but started to notice my exhaust was very smokey, particularly when taking off after idle. Long story short, the machine shop who assembled the head either installed the exhaust valve stem seals incorrectly or didn't properly measure (if at all) the retainer to seal clearance (which apparently is negative!) As you can see in the pics, the seals got pretty munched albeit not consistently across all valves. Chambers were not terrible, but id' expect cleaner for e85 only use. Same with pistons Modified my TAARKS water neck to take 1/8th sensors. One temp one pressure. Make a DIY rig to test my injector flow and see how close they were. They weren't very nice, so they're getting sent off for some treatment. As you can imagine i'm pretty pissed off about the valve stem seal issue necessitating pulling off the head and leaving the bottom end exposed! I've not got to get a new headgasket as well. This really increases the chance of debris getting in, no matter how careful and paranoid I am. I gave the pistons, deck and bores a good spray with wd40/rub of oil and covered/sealed the deck so no moisture can cause issues. Hoping this head is a quick turnaround so I can seal it back up!
  15. Misfire - Plug Colour

    Octane booster has an additive that turns shit orange. Methyl something.