On my old DSM I had an HKS Turbo Timer, worked just like it should. Though it was a bit big, (older model), I recommend the Apex-I, it is the size of a pen.

 

Those are only like 70 bucks... Let me know ;)

 

aHHHHHHHH!!!! I want one so bad i can heat the turbo spool as i sleep!!!!1

 

Yes VIP_tC, you are correct. Kenny at ZPI stated that the turbo kit uses a Greddy oil return drain plug type valve.

Hows' the weather up there in Montana? I will be Fly Fishing the Bitter Root River this 4th of July!

 

Well, its been fairly nice except rainy off and on. And the wind seems to want to blow a little more than usual right now. Hopefully we will have a nice summer

 

Correct, it's a banjo type fitting on the oil return.

 

stay away from puck clutches!

5.8psi on a 3L v6 we blew a diff and bent axles with a spec stage 3 (3rd gen eclipse)

but then again, i have an auto tC so i just need a high stall

 

dynojets are usually what manufacturers of cheap performance parts use to make their parts look better LOL

 

I understand dynos, I ran one for a while. It is ture that the dynojet has no programable load and thus it is harder to tune a turbo car. But do you want to try tune a turbo car on a load? I think not as the engine can and does go to instant destruction if everything is not JUST right.

The dyno jet is very very very accurate as it takes the same amount of HP no matter what to turn the 6000 lbs rollers. You are smoking crack if you think a programable load via pump is more accurate. The dynojet is 100% accurate when it comes to as measured HP. Now there are ways to cheat by adding in a correction factor etc, same same vs Mustang, Bosch, etc. The facts.....

 

and so far, no one has been able to answer the question if the tCs auto tranny can handle the stage0 kit.

 

stage zero and the TRD supercharger same same the trans should take the torque load and the tC is lighter then say a Camry..

 

they are not the same, the turbocharger is putting out a lot more power than the projected numbers of the TRD supercharger

 

HP maybe but it is torque that blows the trans, so 200 ft-lbs for the TRD and 255 for the turbo. OK so find out what else uses the trans and they you know if it can take it. Like does the V6 use the same trans if so you are good to go. If not um well you going to have to wait for somebody to start building up automatics. I still think within reason 255 ft-lbs is not unreasonable. N20 has far more driveline stress and we know there are guys running that with their ma's Camry on the weekends, present company excluded, I used to N20 my ma's Corolla and go Honda trolling.

 

Your facts are skewed, Dynojets (besides the one NEW model with load control) aren't good for anything but peak numbers. Tuning on a load bearing dyno is the only way to do it. Not all Dynojets use 6000lb rollers either, infact almost every one doesn't. The problem is, the cars don't weigh the same as the roller so the load is unrealistic and cannot be adjusted on all but one Dynojet style, which most any shop WONT have. You cannot accurately tune on a dynojet, period. Argue with me all you want, facts are facts.

Sorry for the thread jack. Numbers look great guys!

 

yawn, it takes a pre-calculated amount of wheel HP to accelerate the weight of the dynojet rollers, the amount of HP is very precise as the weight of the rollers does not change during the run and the RPM delta can be very accurately measured. It is true and exact HP. That is the fact based on fundamental physical laws. So much for your inaccuracy statement is how do I say this? WRONG.

Tuning on a loaded dyno. Gee um where does this come into the dynojet is bogus HP. . Hey it’s true, if you have weeks and weeks of time and want to tune under a zillion conditions you can squeeze more WHP out of a car tuned on a loadable dyno. Big deal, the loadable dyno can’t help you with every conceivable condition and the closer you slice the max HP pie the closer you are to engine destruction. I’d rather leave my daily driver tC at 6.5 PSI of boost with a conservative amount of ignition advance, and fuel enrichment. So what there is 10 more WHP to be found? That 10 more WHP can get you into lots of trouble like when you have a slightly clogged injector, or a tank of gas that was not really 93 octane, or there is a heat wave and it is 110 degrees out. Are you going to say that the greater tune does NOT come by pushing the parameters? The reality of the situation is the greater tune-ability on a loadable dyno really only helps when you are building a trailer queen race car where the approximate loads can be calculated and hence simulated. On the street where the loads can vary from minimal to lugging the car up a mountain road in high gear, there is nothing to be gained via an optimal tune per load as no load can be calculated.

 

anyone have a wiring diagram to hook up a turbo timer?

 

bumpy?

How about a turbo timer with a tC wiring harness, are they out yet?

 

no but you can get the apexi one and just wire it yourself its not hard....

 

no plug and play harness. We have had a few request for this we have not installed one on any of our cars yet. Once, we get one installed we will post up TC specifc wiring diagram.

 

dyno graph and video is down. please re-host