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Hey thanks for the info...
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Posted by Andy E [Email] (more from Andy E) on Mon, 3 May 2004 01:25:57 Share Post by Email
In Reply to: Re: It will take anything... Installed (AVC-R) already, Justin VanAbrahams [Profile/Gallery] , Sun, 2 May 2004 22:25:22
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I couldn't find which version's TPS was a switch and which was actually based on variable resistance. I think I will just forgo the TPS input. It merely exists to be displayed and I generally have a pretty good idea what my right foot is doing. The A/F gauge confirms TPS functionality by showing open loop under WOT. This is all I really need.

As for the AFC/SAFC etc, I don't think you stand much to gain on the LH systems through its implementation. The limit to LH being lack of mapping of high AMM signals and lack of "range" to recognize and compensate for high MAF. The AFCs modify the AMM (or in other, more fortunate cases, MAP) signal to fool the ecu. I kicked around the idea of using the AFC in conjunction with a larger AMM, but all of the drawbacks to externally modifying the stock system still exist. Even if you can get good driveability at partial boost/throttle, The LH system still goes closed loop and follows its preset injector map when the TPS and/or AMM targets are met. This may mean too rich or too lean depending on injector size, and injector size of course must be compatible to keep the system in closed loop during idle.

At this point the best idea seems to be additional injectors as this allows for minimal financial burden, simplifies tuning (no cold start, PT maps etc. to create and fine tune) and preserves stock-like driveability for those times when your right foot isn't planted. Evidently some people *do* drive at partial throttle, I don't claim to be one of them- at least not yet ;-)

I very strongly recommend the AVC-R. I got mine used locally -once in a blue moon I know- but they aren't terribly expensive on eBay either. The install isn't bad at all. It takes some time and care with the wiring, but I will be more than happy to guide anyone through it.

Aside: I was playing with the real time graphing of RPM, boost, speed and solenoid duty cycle tonight on the back roads. Its interesting to see how boost/RPM correlate in each gear after setting them up to preserve traction. Its also cool to see the solenoid duty cycle go full, then adjust itself to maintain proper boost. One can finely tune for max response time yet still avoid boost spikes by paying careful attention to the duty/RPM settings.

Take care,
Andy

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