2JZGE Na-T TT Ecu Mod
07-23-14, 01:35 PM
#1906
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posting this here for refernece- he already answered this for me- my bad!!!
If you dont care about emissions at all then you can even run the JDM one that just runs off a map sensor. stock it uses 440cc injectors but can handle 550 with running rich or a cheap safc works great for running those. the nice part about JDM is it runs on MAP only, so no fussy maf involved.
If you want to use the US ecu, it actually runs of a US GTE maf sensor, it also has a map sensor for boost cut and some other functions like for twins, but just realize the USDM needs BOTH, and it runs off the maf primarily. The advantage of the USDM is that its already programmed for 550's, and you can get an obd2 one to better match your car (if you cared about emissions ever). some people also use the USDM ecu and just get a map ecu piggyback, and that converts it to full map sensor and you can do injector changes up to like 1000cc injectors pretty easily.
lots of ways to do it, just depends what setup you want, do you care about injector sizes more or running a map sensor. me I am obd1 1995 so I went with the JDM stuff and run a map sensor, I prefer it no maf or unmetered air problems to mess with. you can also use a map ecu on the JDM ecu's, in fact its a great piggyback for wither US or JDM ecu's, but on US ecu's it will convert it to run no maf which is great for us turbo guys."
If you want to use the US ecu, it actually runs of a US GTE maf sensor, it also has a map sensor for boost cut and some other functions like for twins, but just realize the USDM needs BOTH, and it runs off the maf primarily. The advantage of the USDM is that its already programmed for 550's, and you can get an obd2 one to better match your car (if you cared about emissions ever). some people also use the USDM ecu and just get a map ecu piggyback, and that converts it to full map sensor and you can do injector changes up to like 1000cc injectors pretty easily.
lots of ways to do it, just depends what setup you want, do you care about injector sizes more or running a map sensor. me I am obd1 1995 so I went with the JDM stuff and run a map sensor, I prefer it no maf or unmetered air problems to mess with. you can also use a map ecu on the JDM ecu's, in fact its a great piggyback for wither US or JDM ecu's, but on US ecu's it will convert it to run no maf which is great for us turbo guys."
07-23-14, 02:34 PM
#1909
the limitation of any injector really depends on different vriables. such as lb/hr of flow in comparison to fuel pressure, and wether you are piggy backed or not..
For example from my research on this, here is what I have come up with
@ 10PSI Running 440's @ 43.6 lb/hr and a *Brake Specific Fuel Consumption of .65 (assuming your turbo) and @ an **Industry standard of 80% Duity Cycle you will max out at aprox. 322 flywheel HP ..
* Brake Specific Fuel Consumption: is the amount of fuel consumed (in lbs. per hour) for each horsepower made. This should be .45 to .50 for naturally aspirated engines, .55 to .60 for supercharged engines, and .60 to .65 for turbocharged engines.
** Maximum Injector Duty Cycle should be around 80% max for safe operation. This allows for some future horsepower increases.
there are sites on the internet to help you dial in what injectors to run based on HP numbers. Just gotta take the time to find them
*EDIT* Here is a link to help you out http://www.witchhunter.com/injectorcalc1.php
Last edited by Aswilley; 07-23-14 at 02:48 PM.
07-23-14, 04:12 PM
#1910
I have a high flow cat. Currently I am getting a code that says my cat is bad. But that's probably because I also have my rear 02 in front of the cat. Don't know why the exhaust shop decided that was a good idea. Doesn't effect how it runs but it's a tad bit annoying lol.
I was kind of hoping the tt ecu would be more lenient.
07-23-14, 04:31 PM
#1911
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07-23-14, 05:10 PM
#1912
07-24-14, 07:01 AM
#1914
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I am not sure there is a difference between JDM over USDM besides the fact that your OBDII will work with the USDM and WILL NOT WORK with the JDM .. since your car is 96+.
the limitation of any injector really depends on different vriables. such as lb/hr of flow in comparison to fuel pressure, and wether you are piggy backed or not..
For example from my research on this, here is what I have come up with
@ 10PSI Running 440's @ 43.6 lb/hr and a *Brake Specific Fuel Consumption of .65 (assuming your turbo) and @ an **Industry standard of 80% Duity Cycle you will max out at aprox. 322 flywheel HP ..
* Brake Specific Fuel Consumption: is the amount of fuel consumed (in lbs. per hour) for each horsepower made. This should be .45 to .50 for naturally aspirated engines, .55 to .60 for supercharged engines, and .60 to .65 for turbocharged engines.
** Maximum Injector Duty Cycle should be around 80% max for safe operation. This allows for some future horsepower increases.
there are sites on the internet to help you dial in what injectors to run based on HP numbers. Just gotta take the time to find them
*EDIT* Here is a link to help you out http://www.witchhunter.com/injectorcalc1.php
the limitation of any injector really depends on different vriables. such as lb/hr of flow in comparison to fuel pressure, and wether you are piggy backed or not..
For example from my research on this, here is what I have come up with
@ 10PSI Running 440's @ 43.6 lb/hr and a *Brake Specific Fuel Consumption of .65 (assuming your turbo) and @ an **Industry standard of 80% Duity Cycle you will max out at aprox. 322 flywheel HP ..
* Brake Specific Fuel Consumption: is the amount of fuel consumed (in lbs. per hour) for each horsepower made. This should be .45 to .50 for naturally aspirated engines, .55 to .60 for supercharged engines, and .60 to .65 for turbocharged engines.
** Maximum Injector Duty Cycle should be around 80% max for safe operation. This allows for some future horsepower increases.
there are sites on the internet to help you dial in what injectors to run based on HP numbers. Just gotta take the time to find them
*EDIT* Here is a link to help you out http://www.witchhunter.com/injectorcalc1.php
It was said that the JDM runs on only map/iat whereas the usdm runs mostly on the maf....
I dont really care about obdII due to no emissions req's in FL.
07-24-14, 10:30 AM
#1916
I suck at launching and track conditions were horrible, but I thought I'd report that I ran a 13.95 @ 104.5 on this setup. ~15 PSI, worn street tires, W-58 5 speed with good clutch. JDM Aristo ECU, 440's with 10 OHM resistors, VVT-i coils, 3075 feet elevation, 100 degrees 80% humidity.
Pretty sure I'd hit 12's with traction.
R/T ... .244
60' ... 2.294 LOL
330 ... 6.149
1/8 ... 9.195
MPH ... 81.53
1000 ... 11.770
1/4 ... 13.951
MPH ... 104.51
Pretty sure I'd hit 12's with traction.
R/T ... .244
60' ... 2.294 LOL
330 ... 6.149
1/8 ... 9.195
MPH ... 81.53
1000 ... 11.770
1/4 ... 13.951
MPH ... 104.51
07-24-14, 10:47 AM
#1917
you can make about 400 crank hp on the 440's and maybe even push 350ish whp the stock injectors tend to run rich and there is a 1:1 fuel pressure regulator involved so it does ok. would not push it past that but really just have a wideband and see what it says its not rocket science you know forget about hitting certain numbers on the edge of the limit and start factoring in some safety net.
You guys on the US ecu's especially obd2 for the rear o2 it has to be after the cat. dunno what your guy was thinking if he put it before the cat but if you do that you will most likely get a code.
there should be 2 main o2 sensors after turbo before cat, and one o2 sensor after the cat. If the one after the cat does not switch slower than the upstream ones (inidcating the cat is doing something) then you get a code. you shouldn't get a code if you have a high flow cat like a magnalfow it should still show a difference, but if you do you could space the sensor bung out of the exhaust stream more (extension or modify a "spark plug fouler") or you can get an o2 simulator for track use. lots of people on supraforums obd2 use o2 sims for the rear one.
Those numbers aren't bad ishootstuff. keep it up once you get her dialed in you should be able to drop that some. likely at your elevation you could also squeeze out some more psi before you run out of fuel. looks good though!
You guys on the US ecu's especially obd2 for the rear o2 it has to be after the cat. dunno what your guy was thinking if he put it before the cat but if you do that you will most likely get a code.
there should be 2 main o2 sensors after turbo before cat, and one o2 sensor after the cat. If the one after the cat does not switch slower than the upstream ones (inidcating the cat is doing something) then you get a code. you shouldn't get a code if you have a high flow cat like a magnalfow it should still show a difference, but if you do you could space the sensor bung out of the exhaust stream more (extension or modify a "spark plug fouler") or you can get an o2 simulator for track use. lots of people on supraforums obd2 use o2 sims for the rear one.
Those numbers aren't bad ishootstuff. keep it up once you get her dialed in you should be able to drop that some. likely at your elevation you could also squeeze out some more psi before you run out of fuel. looks good though!
Last edited by Ali SC3; 07-24-14 at 10:51 AM.
07-24-14, 01:19 PM
#1919
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I suck at launching and track conditions were horrible, but I thought I'd report that I ran a 13.95 @ 104.5 on this setup. ~15 PSI, worn street tires, W-58 5 speed with good clutch. JDM Aristo ECU, 440's with 10 OHM resistors, VVT-i coils, 3075 feet elevation, 100 degrees 80% humidity.
Pretty sure I'd hit 12's with traction.
R/T ... .244
60' ... 2.294 LOL
330 ... 6.149
1/8 ... 9.195
MPH ... 81.53
1000 ... 11.770
1/4 ... 13.951
MPH ... 104.51
Pretty sure I'd hit 12's with traction.
R/T ... .244
60' ... 2.294 LOL
330 ... 6.149
1/8 ... 9.195
MPH ... 81.53
1000 ... 11.770
1/4 ... 13.951
MPH ... 104.51
Yea at that elevation that's not bad at all. If you were at sea level, your times would drop by a half second or so and gain a mph or 2. What size turbo do you have? I am on the mobile app so I can't see sigs.
