Modern Programable T4 ITB Injection, Megasquirt and Bolt-On Trigger Wheel Options

[DBCooper]

From Mario at thedubshop.net:

(IMG:http://www.914world.com/bbs2/uploads_offsite/fbcdn-sphotos-b-a.akamaihd.net-2618-1370613617.1.jpg)

And:

(IMG:http://www.914world.com/bbs2/uploads_offsite/sphotos-a.xx.fbcdn.net-2618-1370613619.2.jpg)

And CB ITB's:

(IMG:http://www.914world.com/bbs2/uploads_offsite/sphotos-b.xx.fbcdn.net-2618-1370613619.3.jpg)

He's done some good work for my son's turbo-Subaru bug. I don't know cost or anything, just noticed those while looking for some other things.

[McMark]

Its easiest to set up meaning MAP vs. AlphaN vs. MAF.

[jd74914]

Its easiest to set up meaning MAP vs. AlphaN vs. MAF.

They all have their own places.

On some high-revving quick transient motors (ie: Japanese sport bike motors), with ITBs, Alpha-N (TPS) can sometime be easier to set up. In fact, I know that the OEM Suzuki GSX-R ECMs are Alpha-N-based with extensive corrections. Note that these are nothing similar to Megasquirts or most non-F1-grade aftermarket ECUs; they have 3-4 fuel and spark maps for each gear!

People sometimes like Alpha-N better for intake restricted motors (think Nascar, FSAE, etc.). Obviously, neither are really akin to Type IVs. I think that Alpha-N is a bit finicky to tune unless you have really, really good temperature and pressure corrections. They are also super sensitive to changes in throttle position sensor slippage (Don't ever use a plastic bolt to hold on your TPS!). Personally, I've never been a big fan, but they do have their place.

Speed density (MAP) systems are pretty robust. I've had good luck with them on some fast motors as well with good TPS-based enrichment functions. They are often pretty easy to tune, though again like Alpha-N are sensitive to changes in engine specification.

MAF setups are most robust to system design changes like differing intake manifolds or headers, assuming the MAF sensor doesn't break (they can be a bit fragile), and their isn't too much intake reversion (often this can be cancelled with a good Helmholtz resonator). I've never tuned one since my experience has only been with small motors (sub-1000cc so too small for commercially available MAFs), but they should be the easiest to tune. Note that you still need to do extensive tweaking on the acceleration enrichment to prevent stuff like tip-in bucking. This is because there can be something of a "long" time constant for intakes meaning that your sensor won't see manifold changes super fast. Once again, this is where a good TPS-based enrichment helps.

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On another note, Mario's stuff looks awesome and is quite well priced. We actually talked last week about the trigger wheel setup. He responds super fast to questions and seems like a really nice guy.

For what it's worth, I'm putting an MS3 on my car and have access to lots of machines so I can pretty much make anything, and I'm planning on buying Mario's setup when it comes to market in a few weeks. (IMG:style_emoticons/default/smile.gif)

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OK, enough writing from me for now. I've got to get back to work rebuilding a Stuska dyno. (IMG:style_emoticons/default/laugh.gif)