vvti control with Greddy v-manage?
#1
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vvti control with Greddy v-manage?
Has anybody here tried the Greddy V-manage to tune their vvti?
http://www.greddy.com/products/displ...SubCategory=72
Are there any other recommended ecu tuning solutions for our 1998+ LS400's?
http://www.greddy.com/products/displ...SubCategory=72
Are there any other recommended ecu tuning solutions for our 1998+ LS400's?
#3
BahHumBug
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do you even know what it is? it isnt a normal fuel/timing piggyback
all this does is alter the point at which the VVT-i engages, but honestly you're going to see a TINY improvement across the lower part of the rev-range.
for the price, you're better off getting a real piggyback, the Apex'i SAFC Neo/SAFC II is popular, i'm a fan of the SMT6/7/8, or countless others. you'll see better gains given your mods.
what engine related modifications do you already have? if the answer is "uhhh" or "none" then a piggyback isnt worth it for you.
do you even know what it is? it isnt a normal fuel/timing piggyback
all this does is alter the point at which the VVT-i engages, but honestly you're going to see a TINY improvement across the lower part of the rev-range.
for the price, you're better off getting a real piggyback, the Apex'i SAFC Neo/SAFC II is popular, i'm a fan of the SMT6/7/8, or countless others. you'll see better gains given your mods.
what engine related modifications do you already have? if the answer is "uhhh" or "none" then a piggyback isnt worth it for you.
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Do you have a recommended PC customizable ECUs for our LS? Are there any that are easy? Something like Cobbtuning's Accessport for Subarus /Mits /Nissan /Mazda /Honda?
I thought that VVTi offers "continuously" variable intake valve timing (i.e. not engaged/disengaged like Honda's low-tech vtec).
No mods yet, I just bought my LS last week. First engine mods will be:
-modified intake box
-headers
-rpm and throttle activated e-cutout (something like http://atpturbo.com/root/releases/release091004.htm )
I thought that VVTi offers "continuously" variable intake valve timing (i.e. not engaged/disengaged like Honda's low-tech vtec).
No mods yet, I just bought my LS last week. First engine mods will be:
-modified intake box
-headers
-rpm and throttle activated e-cutout (something like http://atpturbo.com/root/releases/release091004.htm )
#6
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Thanks for your input.
To avoid being illegal, I will have the e-cutout dump into a straight through muffler system.
Essentially, the idea is to have two exhaust system modes:
Mode 1 (quiet): exhaust flows through one pathway that is nearly as quiet as stock.
Mode 2 (loud but legal): e-cutout opens and allows exhaust to flow through the "straight through" pathway.
My friend owns an eddy current dynamometer so I will dyno my car with the stock exhaust system. I will then remove the stock rear half of the exhaust system and dyno again. If I find that the upper rpm range hp and tq benefits from this less restriction, then I will go forward with the above 2 mode plan. If there is no difference in hp and tq, then I will retain the stock exhaust system.
To avoid being illegal, I will have the e-cutout dump into a straight through muffler system.
Essentially, the idea is to have two exhaust system modes:
Mode 1 (quiet): exhaust flows through one pathway that is nearly as quiet as stock.
Mode 2 (loud but legal): e-cutout opens and allows exhaust to flow through the "straight through" pathway.
My friend owns an eddy current dynamometer so I will dyno my car with the stock exhaust system. I will then remove the stock rear half of the exhaust system and dyno again. If I find that the upper rpm range hp and tq benefits from this less restriction, then I will go forward with the above 2 mode plan. If there is no difference in hp and tq, then I will retain the stock exhaust system.
#7
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Thanks for your input.
To avoid being illegal, I will have the e-cutout dump into a straight through muffler system.
Essentially, the idea is to have two exhaust system modes:
Mode 1 (quiet): exhaust flows through one pathway that is nearly as quiet as stock.
Mode 2 (loud but legal): e-cutout opens and allows exhaust to flow through the "straight through" pathway.
My friend owns an eddy current dynamometer so I will dyno my car with the stock exhaust system. I will then remove the stock rear half of the exhaust system and dyno again. If I find that the upper rpm range hp and tq benefits from this less restriction, then I will go forward with the above 2 mode plan. If there is no difference in hp and tq, then I will retain the stock exhaust system.
To avoid being illegal, I will have the e-cutout dump into a straight through muffler system.
Essentially, the idea is to have two exhaust system modes:
Mode 1 (quiet): exhaust flows through one pathway that is nearly as quiet as stock.
Mode 2 (loud but legal): e-cutout opens and allows exhaust to flow through the "straight through" pathway.
My friend owns an eddy current dynamometer so I will dyno my car with the stock exhaust system. I will then remove the stock rear half of the exhaust system and dyno again. If I find that the upper rpm range hp and tq benefits from this less restriction, then I will go forward with the above 2 mode plan. If there is no difference in hp and tq, then I will retain the stock exhaust system.
I think you'll find that the factory ECU needs time to learn what it can do with less restriction in the exhaust. I imagine what you'd find is that you'd need to do many pulls (after resetting the ecu back to factory unlearned params) and you might see subtle changes each time. I may be wrong, but I believe the adaptation built into the ECU will skew your results too much otherwise.
Thoughts from anyone who's been able to confirm this ECU does this? I know some do.
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#8
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Thanks for the heads up on the ECU issue.
I will be monitoring the air/fuel ratio during the testing, if the AF remains within a narrow window between the different pulls, then I can be confident that the ECU is doing its job properly. Perhaps I would also need to plot ignition timing too.
I will be monitoring the air/fuel ratio during the testing, if the AF remains within a narrow window between the different pulls, then I can be confident that the ECU is doing its job properly. Perhaps I would also need to plot ignition timing too.
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