85 svo dyno 30psi/514rwhp

[Speeds8erM-1]

The vams seem to get pegged fast, what is involved with going maf with one? Can that be controlled through the stock computer? I cant see how. Can the vam be made to work at that power level? I cant post on turboford because of my e-mail, damn hotmail account.

Another question, whats the max a T3 is capable of with possibly a bigger a/r, ported head and some sort of small roller cam. Schlodes car fuggin MOVES for what it is with alot of stock stuff but not too many other guys doing the same, plus his car is pretty light.

[slow_svo]

I'm not sure about the maf conversion. I know svojohn and spysvo both have it and it works pretty well for them. They do spend alot of time working on it and have it down pat now. As far as I know they are using the maf with the stock computers. I know reading the air is an issue but I was thinking more of lack of injector as being the main issue. I know you can push the 35's pretty far but then when you got to a 42 it over fuels across the board short of wot. You really playing a fine line game with bigger injectors on a stock computer. If you did and eec tuner then that a different story.
Personally I run the sds and it works great. You an buy them used for as cheap as 300bucks.

The 60trim t-3 with a .82 ar housing at 24psi should support over 300rwhp. Worst thing about them is that much more pressure then 24 or so and you end up over spinning the turbo which kills intake temps and its efficency.

[slow_svo]

are u still using a stock crank

Yep it's a 10/10 stocker. Crank faluire at these kinds of power levels is very rare.

A new video I made of another 04 cobra.

http://videos.streetfire.net/video/ac014ddc-26ad-4223-b4fc-98a50015b245.htm

[MikeSVO]

Hi this is mike, the SpyVO guy he was reffering to.  We have a neat little setup in a '71 Pinto that has been working well so far.  In fact, it's surprised us quite a bit! 

Yeah the VAM does peg way early on...something like 3800 RPM in a STOCK setup, according to the datalogging that john has done.  John is really the brains behind the operation, I just built the car and drive it!  haha...  Really, I do look at the tuning as being THAT important.  Parts are just parts until you make them work together.  We are running a mass air sensor with an EEC Tuned Turbo Coupe LA3 computer, along with 55 lb. injectors and a frontmount (was a small NPR, now is a big one).  Everything else is 'stock' ---> (some of the castings have been ported or otherwise reworked).  The thinking is that the motor is very strong as-is, so if we just upgrade the first things that needs to be upgraded, we should be able to make a lot more power than a stocker.  The VAM maxes out first, so that needs to get replaced first.  The injectors would/could hang with enough fuel pressure, but the lines and rail would all need to be upgraded to support that, so upgrading the injectors seemed more logical.  The turbo had a lot left in it, so it stayed as well.  As for the front mount...I just didn't want to cut a hole in the Pinto's hood for the Ford topmount.  Besides, we think that the stock I/C does choke up when you push the turbo hard.  I got the small NPR because it was 50 bucks.  The injectors were $107 shipped, and the mass air sensor was 10 bucks.  The EEC Tuner was $186 shipped. 

There are a lot of little discoveries we've made along the way that we don't even talk about on turboford because we're just getting so sick of those guys telling us (sarcastic) what REALLY works.  I'll toot my own horn here for a minute and say that if they knew what we knew, they'd laugh themselves silly over their 'airflow straighteners'.   

Anyway, the meter we use is just a plain ol' 5.0 mass air sensor that we pulled out of the housing.  Sure, we could have gotten an aftermarket unit, but we didn't have to, so why do it?  That stock part will meter as much air as the stock turbo will put out if you put it in the right spot, so we tried to figure out where that spot was.  We're curious as to how other meters are calibrated, and we'll be looking into that in the near future, too.  As it is, we tuned in the MAF transfer curve with the TwEECer R/T from John's car, because that allowed him to tune and dump changes while I was driving.  It REALLY sped things up.  Then we put the EEC Tuner in with the same program (had to convert it manually because they're incompatible file types), and began making runs that we'd data log.  Those logs allowed us to go back and see what the MAF sensor voltage, wideband reading and RPM were at any given point (also logged boost and the accellerometer reading).  Then we'd crunch the numbers, make changes to the tune, dump it in, make a pass and repeat. 

When you put the logging stuff on the car, you wind up finding wierd little problems you never even suspected.  We spent hours working out the bugs, vacuum/boost leaks, boost curves...little stuff that all added up.  Then we went to the track and logged a few passes.  That was interesting because you'll almost never see the same load on the street as you would at the track.  Result?  We might not have tuned properly for that particular load area - IOW, we think we might have leaned it out a bit and hurt the rings.  It smokes a little now, even though the leakdown test results didn't really change. 

As it sits, we made several pretty major changes last weekend (fuel system refreshing, new clutch, traction bars, bigger I/C)  but never finished the tuning part.  The conclusion was that we're sick of the EEC Tuner, so I'm getting a TwEECer and we'll tune in the new setup from there. 

[65ShelbyClone]

The vams seem to get pegged fast, what is involved with going maf with one? Can that be controlled through the stock computer? I cant see how. Can the vam be made to work at that power level? I cant post on turboford because of my e-mail, damn hotmail account.

Another question, whats the max a T3 is capable of with possibly a bigger a/r, ported head and some sort of small roller cam. Schlodes car fuggin MOVES for what it is with alot of stock stuff but not too many other guys doing the same, plus his car is pretty light.

1.) Both the MAF and VAM output a 0-5V signal based on flow, but the curves are different. The stock 2.3T "large" VAM hits the wall at 360cfm. If you know the flow to voltage curve of another 0-5v MAF, then you can change the transfer function and run mass air. The VAM can also be used in a blow-through configuration that circumvents the 360cfm draw-through limit.

2.) I would say a .60/.63 T3 might support up to 320hp, but it would be painfully far out of the efficiency range. IHI-equipped TurboCoupes have gone 12s, but they are also blowing lots of hot air at that point.

[domn8rx]

gotdang levi!! your car makes me all warm and fuzzy!! 

[ibsr2004]

good stuff. i sent you a pm

[slow_svo]

gotdang levi!! your car makes me all warm and fuzzy!! 

I sense a name change for the white turbo fox Chick! I saw some recent times with your car and its definatley moving out. Hope your having alot of fun driving it.
I will try and get some new numbers up before the next tr track day. You better beleive I haven't been sitting on the same combo watching you make more power! I have some new stuff that should make for some good races. I even bought another car so I can have a cage.

[domn8rx]

I sense a name change for the white turbo fox Chick! I saw some recent times with your car and its definatley moving out. Hope your having alot of fun driving it.
I will try and get some new numbers up before the next tr track day. You better beleive I haven't been sitting on the same combo watching you make more power! I have some new stuff that should make for some good races. I even bought another car so I can have a cage.

lmao a cage is just gonna slow it down! lol it is just a street car, right? hehehe

omg!! if you only knew the problems i am having! lol i have to get another turbo.

you going to the tr track day? you gotta let me know what you are running!!! i can't - no mo racing for us until i get my turbo thing worked out.

[slow_svo]

TTT

I want to go hang out by the other 500hp 2.3t!

Better keep an eye on you little motored brethren guys!

[Turbostang140]

is there pictures of this car??

[BlackMagic94]

Badass, my friend just bought a 84 with a spare newly machined block but with a blown turbo for 1400 bucks.  Lets see some pics of the engine.

[Turbostang140]

i wanna see pics of this thing, my goal for 2.3 is to hit 500 or better

[BlackMagic94]

Is the SDS a straight plug and play ordeal and would it be different for the 84s?

[mfpmax]

I want to say WMS Racing has an SDS system that is PnP for the 2.3 Fox bodies I believe.

[Turbostang140]

I want to say WMS Racing has an SDS system that is PnP for the 2.3 Fox bodies I believe.

yes they do actually

[BlackMagic94]

How much is it?  My SDS for my v8 was just a hair under 1k back in 03, ran good till i put 72s in it then i ditched it for a AEM.

[Turbostang140]

last i heard it was about $900 or so...not alot of guys are using since Mega squirt and twEECer came there way

[BlackMagic94]

How does the Megasquirt work then, does it piggyback?


Also I read something on my throne this morning that SVOs used low imp injectors, is that true?

[Turbostang140]

SVO does use low imp injectors indeed

Mega squirt is like piggyback, it's a complete stand alone system that you build yourself

[BlackMagic94]

But does it piggyback of the EEC or you completely disconnect the EEC and plug the megasquirt in place of it?

[Turbostang140]

here you go! This should answer all your questions

[mfpmax]

Megasquirt is pretty much the same as SDS in terms of "what it is", save that Megasquirt allows a computer for tuning and all that jazz. If you are already familar with SDS then stick with it.

[BlackMagic94]

I dont like the batch fire of the SDS, is the MS sequential?


Also does anyone make a plug and play harness for EEC to MS? 

[mfpmax]

MS is Batch fire as well.
http://megaefi.com/
EEC to MS adapter.