Hey, no prob. I didnt' mean to come off as an a$$ if i did.
I personally have never even heard of splitsec, and did not know there were any tCs running on it.

I'm still kinda ____ed off at my tuner loosing his shop, so hopefully this new guy that olaHalo found does good with the tC ecu. Then I can get retuned and see how the AEM really performes.

Please keep us posted on your adventures with the splitsec FTC. More options are always better!
BTW...what turbo kit are you running, what psi are you at, and what dyno numbers have you put down?

 

I'm running the infamous ZPI Stage 0 (Big 16g) w water injection Waited like 9 months before I got it, this was in late 05 to mid 06. I installed the kit in Aug 06. I'm lucky I got it before they did a David Copperfield with my dough But having said so, I have always been having a problem with carbon leaks at the middle section of the manifold flange, the OEM steel gasket ALWAYS warp due to uneven heat distribution and stud hole expansion..... Just ain't feeling the log manifold design anymore

Previously I was on 6psi running stock ecu. When the FTC came, I tweaked it up to 7psi, 8.5psi, 9psi and now 11psi. Its my daily driver car so I gots to be careful with it progressively Boost spikes to 12.5psi before settling @ 10.8-11.0psi WOT.

AFRs have been constant at 11.6-11.8 WOT. No doubt WI helps to decrease chances of engine knock. I'm using the AEM Tru-Boost controller, dont know if its any good. I have tried the New HKS EVC Looks good performs even better, holds boost stronger and more stability observed as compared to the AEM unit in my opinion. I might switch coming Dec.

I have not done any dyno yet as I'm still experimenting with the timing retard points. My goal is to run as lean as possible w/o compromising AFR and increasing throttle response (I'm cable throttle driven) during idle to 2000rpm. Out stock torque converter stall speed is at 2200rpm, I need to cure the laggy flatspot area when engaging boost @ 1-2psi before 2000rpm optimise all boost region. I found that having an AFR of 13.0-13.4 during close loop gave exceptionally fast and robust pulling power This is at 2200rpm to 3700rpm range. Open loop starts btw 3400 to 4300rpm so you will have to split the values for your tune in future.

I envy you as you have Todd's kit. I like it alot and am currently saving money to buy it Disco Potato "GT28RS" for the win Incredible charger with proven technology from the engineers at Kelly Aerospace Please tell me you have no carbon leaks at the manifold flange.......

The hot debate now in forums is on whether the new GT-K(iller) turbonetics comps fare or perform better than the Garrett GT series. By consensus, Garrett still the undisputed champ....... The Rocky Balboa of the charger world

What do you think Bro? I would personally pick Garrett

 

Garrett FTMFW!

Yeah, no leaks here. And Todd is great to work with. He's helped me out ALOT! Personally, I'd go with the GT stage 2 kit he offeres for more top end potential, but it all depends on what you want. The GT stage 1 with the "disco potato" would be the logical progression from what you have now.

I dont' know if you read any of my "turbo pics" thread but I had mine up to 320whp at 8psi, and I'm running the least expensive Stage 1 (not GT) kit with the bushing turbo. Saved a grand, spools a little later but I dont' notice the lag...ever. It's a great kit!

 

bs
thats why you couldnt tune it more than 5 psi
silly phil

 

That's not an issue with the AEM...it's an issue with my tuner being a honda guy and not knowing how to deal with vvt-i.
If Doug has done toyotas before, and he get's your over 250 with the greddy (and he's gonna have to with that 8lbs spring in ther!) then he should be able to get me there with the AEM F/IC...only difference is that I will have good AFRs in partial throttle, and you will have 14.7!

 

I feel you man I need to push the 16g to beyond 22psi b4 I see 320whp...... all Garrett needs is 8psi. Talk about flow rate Personally I don't like the 16g's work rate. Imagine stock EVOs churning out barely 285 crank @ 18psi but they have lower comp pistons using the 16g.

I read Todd's pcs and his logic about the matching of the compressor airflow to the engine capacity and he's right...... anything lesser than a GT hurts performance AND the engine in the long run

I go with his recommendation man, I'm in for Potato Power next!

It would be the next best choice since the market has not released any VATN (Variable Area Turbine Nozzle) compressor for meaningful power production on a generic motor. No lag, instant power, huge torque, No BOV, No WG, No external oil feed, No water cooling needed. They are the ideal turbos and the future

The only production car to use them currently is the Porsche 997 Twin Turbo, compliments from BorgWarner.

I wish They do something to release this bad mother

 

Yup...that Equal Length Manifold helps too! :D

 

ya.
and who here knows vvti?
not doug or sue. so are you saying that we are just stuck or did sue just give up?
so you have a lazy tune?

and as for the partial throttle stuff goes, thats fine with me. i have the power when i need it. i dont race in partial throttle. (well maybe in 1st gear)

well see how it goes when i see get my tune.
who knows, maybe i wont be able to break 230 haha!
but at least i know how to take off the manifold

 

Yeah...but you also think a scissor jack is safer then a hydrolic jack! Yeah...I heard some stories...I saw some pictures
Anyway...I though you said doug had tuned toyotas before?

 

ya but not the 2az. i said hes done plenty of emanage. so itll be good for chris mark and i
when did i say anything about jacks?

 

I dunno. I'm just pulling $hit out my a$$!

 

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