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I would say that I am very close to stock drivabily with my SDS E system right now. SDS now has a free hybrid TPS option that should make it easier to program the areas that I am having the most problems getting perfect.
I wasn't able to get my engine to start and idle without raising fuel pressure with the totally stock system, I had a Paxton adjustable and static pressure had to be raised to about 50psi. To get good drivability, I went to 30lb injectors and my old Group6/Microdynamics 2.0 RRFPR. This ran well at WOT, but idle and cruise suffered. I ended up using the Paxton and RRFPR in series to get it close all around. An adjustable, such as the Paxton, with a CarTech type add-on RRFPR would have been a better answer.
After my RRFPR crapped out, I made the decision to go with the SDS system. The only thing that I am sure of, is that SDS is taking me places that I would never have made to with mods to the stock system for about the same total money spent.
Now on to add on systems, I like this idea and had suggested it to Vince using the SDS E system as an add on. There are many people using this system just for ignition control. Yeah, it sounds like a lot of money spent, just for that, but considering that for 4 times the cost of an AID or BTM setup you can have so much more, it starts to make sense.
I have been running my SDS setup for about a month, on what is for all pratical purposes a N/A engine, except for the turbine being an exhaust restriction. I'd never be able to tell you the difference the ignition curve makes. The car is almost as quick off the line as my N/A turbo car and once she gets above 4500 RPM, just takes off. If you plug in the stock ignition curve there is no contest, the N/A turbo leaves it in the dust, in fact I have an 8V N/A now that would smoke it. If you keep her buzzing from 4500-7K she'll out run the N/A turbo well before the shift to 3rd.
The N/A turbo is easier to go fast in, because gear selection isn't a big factor, but both cars are really fun to drive. My friends that are used to V-8's find both cars impressive.
Things that I found from just playing with the ignition curve:
First off having control of it makes an unbelievable difference.
The better the fuel, the more total advance needed and the earlier you bring it all in. Running in N/A mode I have experimented with different grades of fuel, it will run just as well on 87, as it does on 93, but it takes a different advance curve to make that happen.
Being able to pull-in and control the advance at high vacumm, low throttle cruise increases drivability and fuel economy to an extent that the stock system could never come close too.
This just covers the off boost side of the house, we all know the diffence that can be had from better control of retard under boost.
The only problem in my mind with using the SDS E as an add-on is getting the tach signal to the stock ECU. This shouldn't be a problem with the regular E system, but might be difficult with the MSD setup.
I see your plan as totally sucessful, I really just wanted to put my 2 cents in about the ignition curve. Consider a large solenoid valve to bypass air around the AMM under high boost and RPM conditions, especially if your plans are to exceed the stock redline.
SDS offers injector bosses at a resonable price and has info for making your own, although I am sure Brad has this covered. Good luck, keep us posted.
Roger
posted by 208.22.198.1...
, Fri, 30 Nov 2001 18:32:30
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