[Z06] Enginerd's Build Thread (Pic Heavy!)
03-30-2017, 09:56 PM
#63
Racer
Might want to hit up Fran at RPM to see what he thinks about swapping cam; I believe the B3 was originally setup for blower setups but did so well that they used it for N/A as well. I think the only difference between their N/A cam and blower is 114 LSA vs 116. I purchased the B3 with a future blower in mind. Cool build none the less 
03-30-2017, 09:58 PM
#64
Drifting
Thread Starter
Might want to hit up Fran at RPM to see what he thinks about swapping cam; I believe the B3 was originally setup for blower setups but did so well that they used it for N/A as well. I think the only difference between their N/A cam and blower is 114 LSA vs 116. I purchased the B3 with a future blower in mind. Cool build none the less
04-05-2017, 10:06 PM
#65
Drifting
Thread Starter
Alky Control kit is installed, fuel system plumbed and crank pulley ready to be pinned. Starts going back together and blower install Friday and Saturday.
I've been learning a LOT about tuning from Unreal and others on the forum. My current tuner is remote and only comes to town a few times a year. Looks like timing is working out that I may go a different route after street tuning remotely to get it running to check mechanical stuff and drive it to the tuning location. I've been looking into MAF tuning vs. Speed Density and hybrid tuning configurations. Definitely seems beneficial with a big cam to use Speed Density to smooth things out (currently the car is tuned all MAF). Then transition to MAF up top once the air is flowing well.
During the install research phase, I was getting mixed info about the ECU on my "early" Z06 (it's an 08) having limited tuning tables for injectors requiring scaling instead of enough table values to account for larger than about 6X lb injectors. It also seems that the 80# injectors that came with the kit might be a little excessive since my setup will require meth since the compression is slightly bumped. probably going to back the size down some and then ensure the tuning is scaled correctly to account for that. Other issue with that the MAF may not support the airflow up top, but after confirming that the tube in the A&A kit is just under 4" I.D., it should be OK. In the even that it's not, I'll have to go Speed Density only or look into a larger charge pipe I guess.
The adventures continue!
I've been learning a LOT about tuning from Unreal and others on the forum. My current tuner is remote and only comes to town a few times a year. Looks like timing is working out that I may go a different route after street tuning remotely to get it running to check mechanical stuff and drive it to the tuning location. I've been looking into MAF tuning vs. Speed Density and hybrid tuning configurations. Definitely seems beneficial with a big cam to use Speed Density to smooth things out (currently the car is tuned all MAF). Then transition to MAF up top once the air is flowing well.
During the install research phase, I was getting mixed info about the ECU on my "early" Z06 (it's an 08) having limited tuning tables for injectors requiring scaling instead of enough table values to account for larger than about 6X lb injectors. It also seems that the 80# injectors that came with the kit might be a little excessive since my setup will require meth since the compression is slightly bumped. probably going to back the size down some and then ensure the tuning is scaled correctly to account for that. Other issue with that the MAF may not support the airflow up top, but after confirming that the tube in the A&A kit is just under 4" I.D., it should be OK. In the even that it's not, I'll have to go Speed Density only or look into a larger charge pipe I guess.
The adventures continue!
04-05-2017, 10:21 PM
#66
Team Owner
Alky Control kit is installed, fuel system plumbed and crank pulley ready to be pinned. Starts going back together and blower install Friday and Saturday.
I've been learning a LOT about tuning from Unreal and others on the forum. My current tuner is remote and only comes to town a few times a year. Looks like timing is working out that I may go a different route after street tuning remotely to get it running to check mechanical stuff and drive it to the tuning location. I've been looking into MAF tuning vs. Speed Density and hybrid tuning configurations. Definitely seems beneficial with a big cam to use Speed Density to smooth things out (currently the car is tuned all MAF). Then transition to MAF up top once the air is flowing well.
During the install research phase, I was getting mixed info about the ECU on my "early" Z06 (it's an 08) having limited tuning tables for injectors requiring scaling instead of enough table values to account for larger than about 6X lb injectors. It also seems that the 80# injectors that came with the kit might be a little excessive since my setup will require meth since the compression is slightly bumped. probably going to back the size down some and then ensure the tuning is scaled correctly to account for that. Other issue with that the MAF may not support the airflow up top, but after confirming that the tube in the A&A kit is just under 4" I.D., it should be OK. In the even that it's not, I'll have to go Speed Density only or look into a larger charge pipe I guess.
The adventures continue!
I've been learning a LOT about tuning from Unreal and others on the forum. My current tuner is remote and only comes to town a few times a year. Looks like timing is working out that I may go a different route after street tuning remotely to get it running to check mechanical stuff and drive it to the tuning location. I've been looking into MAF tuning vs. Speed Density and hybrid tuning configurations. Definitely seems beneficial with a big cam to use Speed Density to smooth things out (currently the car is tuned all MAF). Then transition to MAF up top once the air is flowing well.
During the install research phase, I was getting mixed info about the ECU on my "early" Z06 (it's an 08) having limited tuning tables for injectors requiring scaling instead of enough table values to account for larger than about 6X lb injectors. It also seems that the 80# injectors that came with the kit might be a little excessive since my setup will require meth since the compression is slightly bumped. probably going to back the size down some and then ensure the tuning is scaled correctly to account for that. Other issue with that the MAF may not support the airflow up top, but after confirming that the tube in the A&A kit is just under 4" I.D., it should be OK. In the even that it's not, I'll have to go Speed Density only or look into a larger charge pipe I guess.
The adventures continue!
04-07-2017, 06:22 PM
#68
Racer
subscribed ...nice build!
04-07-2017, 10:17 PM
#70
Word of caution with the ATI pinning kit..... The reamer is a POS. I broke mine. Luckily I was able to get it out and finish drilling the hole with the right sized drill bit. The supplied drill bit is crap too. Damn thing wouldn't cut worth a crap. Good think I have good USA made drill bits......
The only reason to not calibrate both MAF and VE, is time and money (loss of profit). And there isn't a switch to flip back and forth. MAF is always referenced, even when RPM is in the SD primary mode. You can scale your injector tables for the larger injectors, and you don't technically run out of MAF either. You just have to use a different PID. I do like the newer ECM though. More O2 tables, increased MAF resolution, and don't need to scale. I personally do not like to scale, because inevitably; some obscure table will be off.
The only reason to not calibrate both MAF and VE, is time and money (loss of profit). And there isn't a switch to flip back and forth. MAF is always referenced, even when RPM is in the SD primary mode. You can scale your injector tables for the larger injectors, and you don't technically run out of MAF either. You just have to use a different PID. I do like the newer ECM though. More O2 tables, increased MAF resolution, and don't need to scale. I personally do not like to scale, because inevitably; some obscure table will be off.
04-07-2017, 11:10 PM
#71
Drifting
Thread Starter
Originally Posted by Michael_D
Word of caution with the ATI pinning kit..... The reamer is a POS. I broke mine. Luckily I was able to get it out and finish drilling the hole with the right sized drill bit. The supplied drill bit is crap too. Damn thing wouldn't cut worth a crap. Good think I have good USA made drill bits......
The only reason to not calibrate both MAF and VE, is time and money (loss of profit). And there isn't a switch to flip back and forth. MAF is always referenced, even when RPM is in the SD primary mode. You can scale your injector tables for the larger injectors, and you don't technically run out of MAF either. You just have to use a different PID. I do like the newer ECM though. More O2 tables, increased MAF resolution, and don't need to scale. I personally do not like to scale, because inevitably; some obscure table will be off.
The only reason to not calibrate both MAF and VE, is time and money (loss of profit). And there isn't a switch to flip back and forth. MAF is always referenced, even when RPM is in the SD primary mode. You can scale your injector tables for the larger injectors, and you don't technically run out of MAF either. You just have to use a different PID. I do like the newer ECM though. More O2 tables, increased MAF resolution, and don't need to scale. I personally do not like to scale, because inevitably; some obscure table will be off.
I'm feeling better about the tuning situation even though my ECU is crippled. I wish there was an easy way to swap it for a newer one but for now I'm going with what I have.
Any recommendations as far as tuning for safety if the alky pump were to fail? I've heard a few schools of thought. Some use a big dump in timing if the IAT sensor sees an increase in temp with the meth not blowing across it. Others basically dump ridiculous amounts of fuel so it falls on its face, others cut spark somehow but I'm not familiar with that but saw someone post about it. My tuner wants to drop the injector size so as to not scale more than needed but it will force more meth dependency. Thoughts?
04-08-2017, 01:01 AM
#72
Burning Brakes
Member Since: Nov 2008
Location: Lower RGV
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St. Jude Donor '10-'11-'12
Thanks for the heads up. Luckily we got the crank pinned without much issue. Definitely used our own drill bit and things went well.
I'm feeling better about the tuning situation even though my ECU is crippled. I wish there was an easy way to swap it for a newer one but for now I'm going with what I have.
Any recommendations as far as tuning for safety if the alky pump were to fail? I've heard a few schools of thought. Some use a big dump in timing if the IAT sensor sees an increase in temp with the meth not blowing across it. Others basically dump ridiculous amounts of fuel so it falls on its face, others cut spark somehow but I'm not familiar with that but saw someone post about it. My tuner wants to drop the injector size so as to not scale more than needed but it will force more meth dependency. Thoughts?
I'm feeling better about the tuning situation even though my ECU is crippled. I wish there was an easy way to swap it for a newer one but for now I'm going with what I have.
Any recommendations as far as tuning for safety if the alky pump were to fail? I've heard a few schools of thought. Some use a big dump in timing if the IAT sensor sees an increase in temp with the meth not blowing across it. Others basically dump ridiculous amounts of fuel so it falls on its face, others cut spark somehow but I'm not familiar with that but saw someone post about it. My tuner wants to drop the injector size so as to not scale more than needed but it will force more meth dependency. Thoughts?
04-08-2017, 07:59 PM
#73
Drifting
Thread Starter
Lots of progress today... waiting on some Injectors and need to finish some wiring. Since I kept the Nick Williams, mostly for aesthetics as this is a show car as well, I need another 118mm breeze clamp. Need to find out where to get one quickly.
04-10-2017, 01:24 PM
#74
Team Owner
Siliconehoses(dot)com sells the T-bolt clamps, and I'm sure Jeg's and Summit would as well.
04-10-2017, 01:51 PM
#75
Drifting
Thread Starter
Originally Posted by MTPZ06
Siliconehoses(dot)com sells the T-bolt clamps, and I'm sure Jeg's and Summit would as well.
04-10-2017, 01:59 PM
#76
Team Owner
Nice! I pretty much have to find anything and everything through Prime because shipping to HI is absurd.
I pretty much have to find anything and everything through Prime because shipping to HI is absurd.
04-12-2017, 10:35 PM
#77
Drifting
Thread Starter
Got her started today. Other than some leaking from the Proform valve covers at the gasket (new gasket ordered), the maiden voyage went well and street tuning has commenced.
Last edited by EnginerdVT; 04-12-2017 at 10:39 PM.
04-13-2017, 08:15 PM
#78
Nice !!!!
04-13-2017, 10:42 PM
#79
Melting Slicks
Other than asthetics I suppose, any reason not to use Hose clamps instead of T-bolt clamps? I found that hose clamps on my throttle body help up better to 25PSI of boost better than t-bolt clamps did on my turbo cobra. Maybe because they had more "bite"? not sure.
Car sounds good!
Car sounds good!
04-13-2017, 10:43 PM
#80
Drifting
Thread Starter
Originally Posted by MTBSully
Other than asthetics I suppose, any reason not to use Hose clamps instead of T-bolt clamps? I found that hose clamps on my throttle body help up better to 25PSI of boost better than t-bolt clamps did on my turbo cobra. Maybe because they had more "bite"? not sure.
Car sounds good!
Car sounds good!