TTP Engineering

iTrader: (465)

The Evolution information superhighway does.

CBRD

iTrader: (60)

im coming for you shortly....

2.3 liter JAM, with balance shafts..

1mm over valves ported, dual springs, cams

gt35R, 880 injectors (1000's in case hee he)

going to flash!!

but ours will be mustang dyno numbers!!

that 584 is impressive, I heart that lol

cb

TTP Engineering

iTrader: (465)

With a JAM motor, you may not even make it to the dyno. Check your clearances WELL!

cpoevo

iTrader: (1)

Hey smogrunner how long did it take TuningTech to tune your car?

Smogrunner

iTrader: (5)

It took 17 pulls. Alfred tuned it pretty much from scratch but Shiv's Xedeflash with rescaling of the 880 injectors was the starting point. We played with the FPR at the start and at the very end. Once we were at the 550whp mark, we regapped the plugs a bit tighter. The car was a fantastic patient, responding to changes in tuning as you would expect.

dryad001

iTrader: (27)

Very nice, smog. Im glad the screen in the MAF held up

TURBODAWG

iTrader: (54)

Impressive numbers. I want someone to break the 600whp mark on stock ECU with ECUFlash.

Brian

CBRD

iTrader: (60)

that seems to be a bold statement...

where does this opinion come from?

cb

TTP Engineering

iTrader: (465)

PM Joeymia about his experience with JAM.

CBRD

iTrader: (60)

we were impressed with their machine work etc...... so we will see...

i have done some research here and on other forums before deciding to choose them... havent seen really any negative feedback.

maybe ill see what joeymia has to say. Ive seen his problems with the 2.1 he is using.... looks like it could have resulted from the build... that was a slowboy component kit....


cheers

cb

mchuang

iTrader: (11)

So the car was already able to idle because the Xede 880cc configuration or did he get the car to idle the 880's from scratch. Either way 17 pulls is great.

Alfred@TTech

iTrader: (3)

Getting 880's to work on the stock ecu isnt that hard. The most important thing is getting the LTFT's correct so the OBDII system isnt too pissed off it throws a DTC. Its best to just adjust the fuel table itself vs the scaling function as the latter is at times ineffective.

Alfred at TTech

mchuang

iTrader: (11)

Good info thx

MalibuJack

iTrader: (5)

I have to disagree with the adjusting the fuel table itself...

Start by adjusting the scaling, on 880's you would start with 700-725 This alters the global scaling Then adjust the Voltage Latency, this compensates for the lag of different injectors.

Once you get an idle fuel trim that is fairly close to 0% you are almost correctly scaled, you then have to drive the car a bit to let the trims alter for cruise speeds.. If the trims go way off, increase the scaling and raise the voltage latency value until you get something that is close at both idle and cruise..

THEN go on and fine tune the fuel table to get the trims perfect (within 10% is good enough.. But you can do better with time) The closer you can get this to 0%, the faster the car will adapt to changes in conditions, or resetting the ECU, and cold start will be perfect...

There's a reason you don't want to use only the fuel tables,
FIRST is there are only about 255 steps (10 points) of adjustment for AFR.. The bigger the injector the less you can work with
SECOND The voltage latency compensates for injector response (dead time, etc..) You need to primarily adjust the 11v and 14v settings since values in between will "Tween" and will affect drivability and idle should the RPM's drop..

The scaling value will impact cruise speeds more than the voltage latency value, but the voltage latency affects idle more because your injector duties are so low (1% or less with large injectors) that their dead time can have a huge impact on how easily they can give you the right amount of fuel to main stoichiometric ratio.. the closer you get, the better the car will run..

Finally, after you make your final adjustments to your fuel table, you can adjust your timing at idle a bit to make your idle perfect..

Lets just say I have a combination of parts that would classicly be very difficult to get to idle well on a stock ECU, 1000cc injectors, Fuel Pump upgrade, GT35r Turbo, 280 Cams.. besides the lope of the cams, I have a rock solid idle with no hunting, no surging, no loading up...

MalibuJack

iTrader: (5)

The good news is smaller injectors dont need as much work, 660's really need only a minor adjustment, and the same for 780s, 780s and 880's are fine for most of the larger turbos, in reality the ECU is more efficient at handling the injectors than the AEM and therefore you don't need to go as big as you would on an EMS...

You can run 660's and 780's without even changing the scaling or latency, but you end up having to remove 25% or more fuel across the board in the fuel tables.. And those scaling and voltage latency values affect the accelerator enrichment table, this is where you will find the car stumbles and surges.. If the injectors are scaled right, this table rarely needs to be touched.