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, Thu, 22 Jun 2006 21:45:55
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Yes a lot of tuning was done to my Chrysler. It has larger injectors, a hybrid turbo, 3" exhaust from turbo to tail, a ported and polished head with oversized back-cut valves, an aggressive cam, advanced timing, a 52mm throtle body, intercooler fan, ported and polished intake, K&N filter, exhaust header, an adjustable FPR and a rising-rate regulator, yada-yada. In the cockpit is an analog boost gauge, an accurate fuel pressure gauge and a Dawes Devices a/f reatio gauge to watch the system and make adjustments as necessary.
As I stated in a post down the BB a little, the adjustable FPR I have on the system is used to LOWER the base FP. The new FP at 0 atmosphere was calculated to make the larger injectors flow like the stockers at low rpm and stock boost levels. FP was lowered from the stock 55psi to 37psi. The regulator increases FP on a 1:1 ratio to boost pressure until 10lb boost. This way the parameters set in the ECU don't need to be changed. No socketing, no special calibrations, no re-chipping. The engine is running just as it left the factory up to the boost levels that the factory set. The rising-rate regulator kicks in at 10lbs boost and fuel pressure is increased at a 4.5:1 ratio. Now my larger injectors are pumping enough fuel into the engine to compensate for the extra boost pressure. At 20lbs boost my fuel pressure is 90psi. Subtract the two numbers and you have 70psi at the tip of the injector, which is optimal. I've been hammering this setup for 5 years now without damage to anything but my transmission and occasionally a broken drive shaft. I'm currently having a street/strip transmission built and larger diameter drive shafts made which is why my disposable cash is spoken for at the moment.
This car would blow the doors off my Saab. Herein lies the problem. The Saab naturally is a better road car. It handles the road much better than the Chrysler even with all the suspension improvements I've done. I was hoping to use what I've learned on the Chrysler to tune the Saab so the engine performs as well as the Chrysler. Then I'd have the best of both worlds.
I'm sure that your chip works beautifully. Everyone here says so. I've always shyed away from programming changes because they are finite. If I change anything on the system later I have to reprogram again at considerable cost. At least that's the way it is with the Chrysler ECU. And if there's one thing I admit it's that I'm a tinkerer. I am never satisfied with my setup. The old-school way has served me well on my other car, but maybe it's a forgone conclusion that I can't get away with some of these tricks on the Saab.
posted by 169.226.99...
, Thu, 22 Jun 2006 17:49:13, Thu, 22 Jun 2006 21:45:55, Fri, 23 Jun 2006 10:32:34
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