IS250 S/C installed
10-04-10, 10:58 AM
#16
Driver
Thread Starter
Join Date: Oct 2007
Location: Greece
Posts: 191
Likes: 0
Received 0 Likes
on
0 Posts
Traffic : from 10.5 went to 11 in Liters per 100 Km
Highway with pedal on the floor : from 12.5 went up 13.5.
Cruise control at 120 Km/h : from 8 went down to 7.
European on board computers work on metric system Lt/100 Km.
But i think it's too early to make conclusions yet, this is what i've noticed yesterday and today only.
BTW i had a hard time finding the correct allen size to turn the charger's snale in the right angle for install.!!!!
Highway with pedal on the floor : from 12.5 went up 13.5.
Cruise control at 120 Km/h : from 8 went down to 7.
European on board computers work on metric system Lt/100 Km.
But i think it's too early to make conclusions yet, this is what i've noticed yesterday and today only.
BTW i had a hard time finding the correct allen size to turn the charger's snale in the right angle for install.!!!!
10-05-10, 12:09 AM
#20
Tech Info Resource
iTrader: (2)
I don't know anyone comfortable running leaner than 12.2:1 on boost, especially with a stock ignition curve. Best of luck with long term reliability. As my friends on Crete would say - Δεν είναι καλώ.
10-05-10, 02:06 PM
#22
Driver
Thread Starter
Join Date: Oct 2007
Location: Greece
Posts: 191
Likes: 0
Received 0 Likes
on
0 Posts
So here are the dyno results.
The dyno is a TAT one which is very strict but the most reliable here in Athens.
To get the idea it's a double roller duno that works on DIN system (US dynos use the SAE system).
The stock readings one year ago before i install the JUN-TW full exhaust were :
BHP 192
RWHP 149
Torque 228 Nm or 23,24 Kg
Today's readings
BHP 248,9
RWHP 206
Torque 277,1 Nm or 28,25 Kg
Boost 0,49 Bar or 7,1 PSI
Readings took place with an ambient temperature of 27 degrees Celsius and altitude 170 meters ASL.
The car's ECU corrected again today and it keeps the AFR constantly at WOT between 12,5 and 13.
The problem is that boost is 7,1 PSI which means that until i find a solution on that i can't enjoy the gains safely.
I have two solutions in mind
First to make a bigger pulley to lower the boost.
Secondly to go for a piggy and richen the AFR.
BOV has a flutter when i step off the pedal so i have to fix also that which is minor.
First sheet is today's Dyno
Second one is a comparison with the previus ones.
Thick curves is stock
Indent lines is after full exhaust installed
Thin lines is todays readings.
Third sheet shows Torque Boost and BHP.
I also did a Dyno measurment last year after the exhaust was installed on a DASTEK (South African)dyno.
The readings were similar with the ones that JUN has on their site taken with the BOSCH dyno :
BHP 241
RWHP 210
Torque 302 Nm or 30,78 Kg
I believe that on a US DynoJet the readings should be something like this
BHP 295
RWHP 250
Torque 320 or 32,61 Kg
Any help would be appreciated.
Hey ISUXEL where are you?
The dyno is a TAT one which is very strict but the most reliable here in Athens.
To get the idea it's a double roller duno that works on DIN system (US dynos use the SAE system).
The stock readings one year ago before i install the JUN-TW full exhaust were :
BHP 192
RWHP 149
Torque 228 Nm or 23,24 Kg
Today's readings
BHP 248,9
RWHP 206
Torque 277,1 Nm or 28,25 Kg
Boost 0,49 Bar or 7,1 PSI
Readings took place with an ambient temperature of 27 degrees Celsius and altitude 170 meters ASL.
The car's ECU corrected again today and it keeps the AFR constantly at WOT between 12,5 and 13.
The problem is that boost is 7,1 PSI which means that until i find a solution on that i can't enjoy the gains safely.
I have two solutions in mind
First to make a bigger pulley to lower the boost.
Secondly to go for a piggy and richen the AFR.
BOV has a flutter when i step off the pedal so i have to fix also that which is minor.
First sheet is today's Dyno
Second one is a comparison with the previus ones.
Thick curves is stock
Indent lines is after full exhaust installed
Thin lines is todays readings.
Third sheet shows Torque Boost and BHP.
I also did a Dyno measurment last year after the exhaust was installed on a DASTEK (South African)dyno.
The readings were similar with the ones that JUN has on their site taken with the BOSCH dyno :
BHP 241
RWHP 210
Torque 302 Nm or 30,78 Kg
I believe that on a US DynoJet the readings should be something like this
BHP 295
RWHP 250
Torque 320 or 32,61 Kg
Any help would be appreciated.
Hey ISUXEL where are you?
10-05-10, 02:59 PM
#24
Driver
Thread Starter
Join Date: Oct 2007
Location: Greece
Posts: 191
Likes: 0
Received 0 Likes
on
0 Posts
Yea 7.1
I took the car for a speedy ride after dyno and steped on it up to governor's limit at 255 Km/h.
My mechanic said that i can do that safely for very short periods of time at top speed.
Let's say 20-30 seconds.
I can cruise at 200 Km/h safely but i need to find a permanent solution.
I'll try to post a video soon.
I took the car for a speedy ride after dyno and steped on it up to governor's limit at 255 Km/h.
My mechanic said that i can do that safely for very short periods of time at top speed.
Let's say 20-30 seconds.
I can cruise at 200 Km/h safely but i need to find a permanent solution.
I'll try to post a video soon.
10-06-10, 08:26 AM
#26
Advanced
Join Date: Mar 2008
Location: Illinois
Posts: 613
Likes: 0
Received 0 Likes
on
0 Posts
Thanks for the data. Having the ability to control the A/F ratio should be the next thing on your list. (since it wasn't the first
)
The ARMA SC kit uses three additional fuel injectors located infront of the throttle body along with some sort of control module.
The RGM SC kit uses a rising rate fuel pressure regulator to add more fuel with the OEM direct injection.
Idk which is better or worst but I am not aware of any simple injector piggy back applications for SC kits thus far.
)The ARMA SC kit uses three additional fuel injectors located infront of the throttle body along with some sort of control module.
The RGM SC kit uses a rising rate fuel pressure regulator to add more fuel with the OEM direct injection.
Idk which is better or worst but I am not aware of any simple injector piggy back applications for SC kits thus far.
10-06-10, 08:45 AM
#27
Driver
Thread Starter
Join Date: Oct 2007
Location: Greece
Posts: 191
Likes: 0
Received 0 Likes
on
0 Posts
That's my question also.
I just installed the pulley that Steve sent with the kit.
Perhaps it has something to do with the fact that there is a difference in displacement between the IS250 and 350.
I can't imagine anything else right now.
Did you have to regulate the spring on Synapse to work correctly?
Because mine flutters when i step off the pedal.
I just installed the pulley that Steve sent with the kit.
Perhaps it has something to do with the fact that there is a difference in displacement between the IS250 and 350.
I can't imagine anything else right now.
Did you have to regulate the spring on Synapse to work correctly?
Because mine flutters when i step off the pedal.
10-07-10, 01:55 PM
#29
Driver
Thread Starter
Join Date: Oct 2007
Location: Greece
Posts: 191
Likes: 0
Received 0 Likes
on
0 Posts
Thanks for the data. Having the ability to control the A/F ratio should be the next thing on your list. (since it wasn't the first)
The ARMA SC kit uses three additional fuel injectors located infront of the throttle body along with some sort of control module.
The RGM SC kit uses a rising rate fuel pressure regulator to add more fuel with the OEM direct injection.
Idk which is better or worst but I am not aware of any simple injector piggy back applications for SC kits thus far.
)The ARMA SC kit uses three additional fuel injectors located infront of the throttle body along with some sort of control module.
The RGM SC kit uses a rising rate fuel pressure regulator to add more fuel with the OEM direct injection.
Idk which is better or worst but I am not aware of any simple injector piggy back applications for SC kits thus far.
Makes more sense and it's a reverse back mod.
I need to find the right MFU change the tank's gas pump and install a piggy for timing.
Any ideas on MFU ratio and brand?