A while back I posted about the TVS 6th Gen Eaton blower that was coming out for the LSJ, which can easily be adapted to the L61. Well Harrop sent out about 9-10 of these about 3 weeks ago and it seems nobody there can actually get it to run right off high boost and are pissing in the wind trying to make it work with the stock pcm, Solution seems obvious to me - Stand Alone
Nobody has posted a single dyno or even taken it to the track yet because its too cold, or they hate their job or they have to spend time with the gf or their mommy, whatever. Its pathetic. If your going to prototype something do it, dont make excuses for why your not.
SO heres my question for the people on here that I hope are more knowledgeable, some of the roadblocks that are being run into with the smaller pulleys are maxing out the map and maf, its a returnless system and anything more than 60lb injectors cant be scaled correctly in hpt. The fuel part can be solved with a aeromotive digital FMU and a electric secondary fuel pump.
Basically theres a 58x solution needed that can exceed 23ish psi on a supercharged setup, im hopeful that the msd fuel injection units that are coming out have some ability
1989 Turbo Trans Am #82, 2007 Cobalt SS G85
ha ha, that sucks. Spend $1k+ on a new blower and can't get it to run right.
The money would probably be suited torwards a turbo setup at the point you need to buy a bigger charger (better).
Rodimus Prime wrote:A while back I posted about the TVS 6th Gen Eaton blower that was coming out for the LSJ, which can easily be adapted to the L61. Well Harrop sent out about 9-10 of these about 3 weeks ago and it seems nobody there can actually get it to run right off high boost and are pissing in the wind trying to make it work with the stock pcm, Solution seems obvious to me - Stand Alone
Nobody has posted a single dyno or even taken it to the track yet because its too cold, or they hate their job or they have to spend time with the gf or their mommy, whatever. Its pathetic. If your going to prototype something do it, dont make excuses for why your not.
SO heres my question for the people on here that I hope are more knowledgeable, some of the roadblocks that are being run into with the smaller pulleys are maxing out the map and maf, its a returnless system and anything more than 60lb injectors cant be scaled correctly in hpt. The fuel part can be solved with a aeromotive digital FMU and a electric secondary fuel pump.
Basically theres a 58x solution needed that can exceed 23ish psi on a supercharged setup, im hopeful that the msd fuel injection units that are coming out have some ability
I'm a little confused. Are you asking what standalone will work with 58x reluctor or what kind of bandaids will work to increase fuel supply when you want to with the stock cobalt pcm? I'm pretty sure any reputable standalone will decode a 58x wheel and allow at least a 3-bar sensor. At least Megasquirt certainly can. As far as a solution with the cobalt pcm, I guess you could piggy-back a standalone as a staged injection solution for when you need the extra fuel. Other than that, I really don't know. Sorry.
Also, how hard would it really be to adapt a 1st gen L61 fuel return system (i.e. rail, fpr, injectors and pump) to the cobalt anyways?
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"Youth in Asia"...I don't see anything wrong with that.
its not that hard to adapt a return system but it doesnt really fix anything , the digital fmu and a booster pump works well enough to fuel just about anything
Yea I want to know what standalone will work and use a MAF sensor, this is far more accurate than a map sensor
1989 Turbo Trans Am #82, 2007 Cobalt SS G85
The newest Megatune code for Megasquirt-II can use pure Alpha-N, pure Speed Density (with a map, maf or a blend of both) or a blended version of Alpha-N and Speed Density. I'm pretty sure the ms2Extra code has maf capabilities as well. I'm not so sure about any of the codes for MS-I (msExtra probably does).
I'm curious, though. Why do you believe that a MAF sensor is "far more accurate" than a MAP & MAT (manifold air temp) solution. I'm not denying it's a good solution...I'm just curious why you find it be so much more superior.
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"Youth in Asia"...I don't see anything wrong with that.
GM has MEFI..... maybe a MEFI-VI?
i know that's what people with eco's on sand car's use.....
there still HAS to be a way to make it work.... rescaling the tables for a 3 bar?.. IDN i haven't had anytime looking at the "A" cars tune.
has Tom been able to look in to this yet? he tuned my GTO, runs nice.
best of luck
Chris
'02 Z-24 Supercharged
13.7 @102.45 MPH Third Place, 2007 GMSC Bash SOLD AS OF 01MAR08
Alpha N is @!#$ for any boosted application, all high end rpms are MAF controlled in later ecos
1989 Turbo Trans Am #82, 2007 Cobalt SS G85
ditch the MAF, go speed density
megasquirt/ spectre
Yo, take a hint from the VW guys..... PCM won't read that high of a MAF value? Put the same sensor in a bigger housing. This makes the MAF read a lower than actual grams per second, and you scale the fuel tables to compensate. MAP--- can't help you with that but you can always try a zener diode to keep the MAP from ever seeing higher than a specified voltage (I use a 4.3v diode on my MAP sensor which keeps it from seeing anything over 10 psi, our MAP is only used for overboost protection so its ok to block it, not sure if this will work for you guys). Naturally these little tricks only work if you can scale the maps and tables enough, why can't you guys compensate for over 60 pound injectors if the less capable Jbody PCM can work with 1000cc?
Arrival Blue 04 LS Sport
Eco
Turbo
Megasquirt
'Nuff said
everyone one i know , whether its trucks or cars , that want to built any serious power
all convert from returnless to a return fuel system , returnless sucks ass and doesnt bump fuel pressure like a return style does
you wanna build power , gotta go return style fuel system
Scarab (Jersey Jay 1.8T) wrote:Yo, take a hint from the VW guys..... PCM won't read that high of a MAF value? Put the same sensor in a bigger housing. This makes the MAF read a lower than actual grams per second, and you scale the fuel tables to compensate. MAP--- can't help you with that but you can always try a zener diode to keep the MAP from ever seeing higher than a specified voltage (I use a 4.3v diode on my MAP sensor which keeps it from seeing anything over 10 psi, our MAP is only used for overboost protection so its ok to block it, not sure if this will work for you guys). Naturally these little tricks only work if you can scale the maps and tables enough, why can't you guys compensate for over 60 pound injectors if the less capable Jbody PCM can work with 1000cc?
I think the real issue with not being able to scale bigger than 60lb injectors is the fact of the returnless style fuel system. With stage 2 on my Redline the "42lb" injectors are scaled anywhere from 40lbs-52lbs depending on MAP value. I have a feeling this is a big issue with bigger injectors on the stock LSJ ecm.
The MAP's on the LSJ is used for tip-in blending and also if the MAF fails.
Also for those who don't know about the Harrop HTV1320, that charger is going to be insane..capable of 400whp with it, bolts right up to the intake manifold..good upgrade for some people on here also
