one that is adjustible is better.Ī greddy e-manage ult. If not (if it's speed density) your going to need either an additional injector +controller or a rising rate FPR. Every fuel injection car runs with an ecu to control every operation of the engine.This include controlling the duty cyle of the injector(how long the injector is on, means amount of fuel injected), ignition timing, camshaft profile, and few other.The ecu variable input such as rpm,manifold pressure or the mass air flow. Just a little additonal enrichment in the PE tables
Since there prolly isnt a custom 2 or 3bar op system availbile for your truck you should look into perhaps an MSD Dis-2 box to provide boost retard.Ģ) Do you have a MAF based system? if so you should be mostly ok on the fuel side of things until the MAF maxes out or the injectors go static. 1995 3000GT: TT Conversion 8psi ETS FMIC 3SX Pre-Turbo Intake Pipes 3SX Rear Precat Delete Ebay Front Precat Delete + Downpipe + Catback Exhaust Maximal 3 inch High Flow Cat Greddy Emanage Ultimate w/ Speed Density 272/272 Delta/HKS Cams MSD 8.5mm Wires 3SX Lightweight Crank Pulley Maximal Solid Mounts Addco Front + Rear Swaybars 1st Gen TT Front Brakes 3SX. The AEM will have great driveability if the time is taken to set it up properly by an experienced tuner. It doesnt know 1psi from 30psi.ġ) you need some form of boost based ignition retard. DezodDon said: The main difference between the two units is the fact that the AEM is starting from scratch where the E manage is utilizing stock lexus and just manipulating signals. Your asking the PCM to do something it was not designed to do.- read above atmospheric pressure. hopefully they have a similar PCM/op system. I suggest doing some thourough searchin on the subject of FI on various cobalt/calvalier forums. Well bud you have a long road ahead of you.
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