Inifinity software and support for AEM's factory trained dealers is pretty spot on imo. But lets not dive into that until its actually being put to good use! haha

Wanted to share this photo, system is working like a champ on... the V1 aem of all things (been in the car sense 2006 if i recall correctly)

This car is just for fun, nothing crazy by any means; S13, ka24e with a little turbo set up to slide around at the track with. ~12psi puts out a solid 350 torque and HP.
The tuning on this ALS is very mild to keep temps down (not to mention the little t25 on the 2.4L hardly needs any help spooling)

I had finished the set up in time for an event 3/8/13 at firebird which would have been perfect for some video only to get rained out.

 

Good deal, how is your valve set up? 5/8 -10 jic? That's what I used yours just enters the pipe with a little more athourity. Same reason I need a tubular mani, this time ill do 4 pipes vs 2

 

ya bypass valve got fitting with a nice AN fitting as well (Wish i had a picture of that end of the set up haha tight fit.)

I like the idea of 4 inlet points as well but at this point I don't see that its 100% needed (unless perhaps your trying to spool a monster) Not to say 4 aren't better then 2 though

will you be sticking with the stock framed turbo? happy to help out and work with on a tubular manifold set up if you'd like.

 

Are you using the air for ign retard combustion, or just letting the kinetic energy of the bypass air hit the turbine?

I'm sticking with stock turbine housing but probably venturing into some sort of tubular set up.

Interested in your control method for the valve. Do u run a bpv or bov ?

 

Also with a tial wastegate as my sas valve I was still seein reversion into my charge piping

 

Is there any chance you could share your timing and fuel requirements as well?

I'm looking for a suitable valve again my tial set up might have worked better with direct runner entry for my air.

Unfortunately that valve was just a loaner. I had a deal worked out to get two of them previously but the same person bailed.

I definitely see that exhaust makes its way back into the charge piping using a blow off valve method. Id like to come up with some sort of reed valve set up that wont let exhaust revert back into the intake system.

 

Hey Ratsbud, I recall that you've been using an AUDM rom, which id is it? Do you have SAS/ALS & ignition retard limit addresses for rom 88580714

 

Yup after a couple black ops games ill jump on my laptop

I use 8858

 

edit no comprede code tags!

 

I thought so! I have about a half dozen questions I'll send you a pm :}}}

 

88580014

<scaling name="Timesecbyte" units="s" toexpr="x/10" frexpr="x*10" format="%.1f" min="0" max="25.5" inc="1" storagetype="uint8" endian="big"/>

<table name="ALS minimum vehicle speed to trigger" category="Turbo" address="1e12" type="1D" level="1" scaling="VehicleSpeed"/>

<table name="ALS minimum coolant temperature to trigger" category="Turbo" address="1e14" type="1D" level="1" scaling="Temp"/>

<table name="ALS minimum RPM to trigger" category="Turbo" address="1e16" type="1D" level="1" scaling="RPMStatLimit"/>

<table name="ALS minimum load to trigger" category="Turbo" address="1e18" type="1D" level="1" scaling="Load16"/>

<table name="ALS minimum time to trigger" category="Turbo" address="1e1a" type="1D" level="1" scaling="TimeSec"/>

<table name="ALS trigger valid time" category="Turbo" address="1e1c" type="1D" level="1" scaling="TimeSec"/>

<table name="ALS Load below which active" category="Turbo" address="1e1e" type="1D" level="1" scaling="Load16"/>

<table name="ALS active time limit" category="Turbo" address="1e20" type="1D" level="1" scaling="TimeSec"/>

<table name="ALS Delay before air injection" category="Turbo" address="1e22" type="1D" level="1" scaling="TimeSec"/>

<table name="ALS Delay before fuel injection" category="Turbo" address="1e24" type="1D" level="1" scaling="TimeSec"/>

<table name="ALS Fuel injector time" category="Turbo" address="1e26" type="1D" level="1" scaling="TimeSec"/>

<table name="ALS Air injection time" category="Turbo" address="4e3a" type="2D" level="1" scaling="Timesecbyte">
<table name="RPM" address="7792" type="X Axis" elements="9" scaling="RPM"/>
</table>

 

<scaling name="IgnTimingECUa" units="deg" toexpr="61-x*90/256" frexpr="(61-x)*256/90" format="%.1f" min="-30" max="50" inc="1" storagetype="uint16" endian="big"/>
<table name="Ignition Retard Limit #1" category="Timing" address="2038" type="1D" level="1" scaling="IgnTimingECUa"/>
<table name="Ignition Retard Limit #2" category="Timing" address="133e" type="1D" level="1" scaling="IgnTimingECUa"/>

 

To be honest tuning the an ALS is similar to an engine in every system tends to require quite different settings to get things working correctly, not to mention both the Galant and Nissan are running on different AEM boxes so the set up is quite different than the stock ECU (which is also VERY good for the ALS IMO, actually wanted to convert my galant to EVO ECU just to play with this function for a bit haha)

On the Nissan with the secondary air injection set up we actually normally run the car with an ign. cut VS retard in order to remove some heat from the exhaust valves and cylinder head. With this set up it does require EGT's to get into proper operating temperature range to promote combustion in the manifold but it keeps the flame front away from the valves/head.

I'll have a couple short vids where you can see how the system (ign cut option) doesn't come to life until the manifold is heated up. (normally the system is only turned on once temps get high enough but its nice to show how the "cool" manifold reacts compared to a hot one. **mostly just didn't have the proper place to film driving if i'm honest, the track event we were all set up to properly film the ALS was canceled do to rain!**

PS 211ratsbud perhaps I can help out with a valve if you haven't found one already, are you still wanting to stick with the Tial WG option?

 

What do you have in mind for a valve?

The stock ecu still would be nice to have sas timing and fuel maps.

Problem #1 on sd you don't build load if the throttle plate stays closed then you can spin your turbo away, if you stay maf you can measure hz to see airflow but you build load.

 

http://bagpuss.swan.ac.uk/200sx/solaris/30-34%20AntiLag%20(1)%20(2).pdf

Nice little read