My Project has started...

[Ivan141]

I believe that Jan is already using that circuit for his ECU signal. Nothing wrong with it, but sometimes I get a bit of lag in response with the one I used with the CA18DET. You could probably also get away with changing the values of the capacitors/resistors in the cluster, but then you'd need to know what you are doing.

[Jan Pedersen]

I am running VEMS.

I did use an amplifier just like it using the VEMS to drive it. But revs never went over 7k on the tacho. I thought it was noise that killed the ECU.
Therefore I modified my tacho to accept 5V signals. This how ever did not make the tacho go over 7k when VEMStune says 8.5k on the computer so I guess the VEMSsignal is wrong (I didn't measure it). But I should be able to use the cop signal if I join the four leads like you

[Ivan141]

Did you test your cluster with a stimulator Jan? Just to make sure it's not the booster letting you down. Also cant hurt to check if there are any settings in VEMS that influence RPM output (I could imagine a setting for the original cylinder count of a car would be usefull, and able to offset your readings).

[Jan Pedersen]

No I didn't use a simulator but the result is the same with or without the booster. The VEMS is fairly simple to setup but it seems its about 13% off...

[nmwisima]

Glad to see you back in posting action! Good work.

[T_AE86]

So nice work! Enviable!

[jdm phil]

serioius car lad well done

[Rasteirinho]

So, time to tune the engine on the dyno and install the velocity stacks.

I bought 100mm velocity stacks and a Pipercross adapter plate from SQ Engineering (Australia)
The look is fabulous



The filter came from UK



Installed on the car without filter



with filter



very close to the washer tank



A small breather filter was used to filter the air entering to the ISCV, the location is provisory



With original airbox and no tune, the engine measured 158hp (VVT on from 4000 rpm to rev limit).

Then i installed the velocity stacks and filter and turned off the VVT and the power went up to 165hp
Using two runs, one with the VVT always ON and other with VVT always OFF, I concluded that the VVT should be turned off after ~7000 rpm and should went ON from ~3000 rpm (or even lower rpm).

After some A/F tune i've ended up with 167hp and 146 N.m (i'm a bit disapointed with the torque values on the paper but on the road the car is very good).
The rev limit is set at 8100 rpm but i think can go a little bit higher.

Now, i think i will try to turn ON the VVT when TPS is higher than 30% and rpm is lower than 7000 rpm.

The best thing about going to velocity stacks is the sound, additional 50hp gain.

[Jan Pedersen]

We played a bit with VVT on the dyno and found that the best setting where on from 2500-6500 over 30% TPS

Do you have a print from the dyno?

Also what exhaust are you running?

[Rasteirinho]

Hi Jan,

Thanks for your inputs on VVT settings.

Sorry but i don't have a dyno print. But on the next time i will print it.

About the exhaust i have TRD 4-1 manifold and 50 mm pipe with two mufflers (one at the middle and one at the end).

I have a 0,8 TRD headgasket also, so slightly higher compression.

What timing advance are you using in WOT?