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Excuse the poor quality, I used my digicam in place of a scanner. My mods are below. The gains were the result of adding fuel down low and leaning a/f up high. I believe there is still room to lean out some more up high.
http://albums.photopoint.com/j/View?...878&p=37012152
'00 typeR
JRSC
jr intake
jr btc, 3 clicks, stock timing
v-afc
J&S safeguard
Any opinions about how to cure my problems above 7000rpm are welcome. I also threw a CEL code 3 tonight (MAP sensor), so any help there is also very appreciated. I have a sneaking suspicion that it's tied to the v-afc.
[This message has been edited by Batoutahell (edited January 03, 2001).]
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Looks like there is a lot of detonation especially on the top end.
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Marc
1997 Civic EX
The supercharger is gone. Get ready for the turbo.
Want to know why I got rid of the JRSC? http://crx.honda-perf.org/horror/jrsc.html
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I think one of the leads that was connected to my car was not secure, which caused the roughness of the graph. I didn't see even the slightest detonation up high on my knock sensor, and just a bit of detonation down low.
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That torque still falls of pretty quick up top, shouldn't fall off that much. Do they have a wide band o2 sensor at that shop by now?
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You *might* consider adding an aftermarket exhaust to the package. It would help with the flow up top and who knows, maybe cure it.
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The code 3 (MAP Sensor) that it threw was most likely cause by using the + side to enrich with your V-AFC ... How big are your injectors ?
What happens is if you use the + values to increase ... it actually just increased the MAP signal... so at about 10-15% increase you exceed the stock ECU fuel map and throw the CEL 3....
To resolve the issue... deal with fuel a different way... either with FPR setup higher... or bigger bigger injectors and then use the V-AFC in the - (negative) range to take fuel (actually just lower the MAP signal) out....
Either way works... i use the latter... but i used the use the FPR solution... u just have to keep in mind that your cant go too far into the + positive correction range...
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No luck, the dyno in KC still does not have a wideband O2.
I didn't make any adjustments with the v-afc more than +/- 4%. I'm using the stock R injectors. I'm starting to think that I threw a CEL due to a loose vacuum hose. I'll look under the hood tonight.
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Okay this damn MAP sensor is pi55ing me off! I'm still throwing a code 3 (low voltage, high vacuum problem). I've checked for loose vacuum hoses, no luck. I've check for power and continuity of the wiring at the MAP sensor and everything appears to be ok. My car has been with Acura for 2 days now under a microscope, and everyone's running out of ideas.
I still fear it's caused by the v-afc. I re-read earlier threads about how adding too much fuel with the v-afc can cause a CEL if it exceeds the ecu's parameters. However, I'm LEANING my fuel, not adding. Granted, I lean out up to -13% at 8400rpm. However, my car will go into limp mode even when it's idling at 800-900rpm. When I visit Acura tomorrow, if the problem isn't already fixed, I'll turn off the v-afc and reset the ecu and see if this cures the problem.
So who knows what's causing my CEL? Any and all wild-ass theories are welcome (except the theory that my MAP sensor is seeing boost - that theory seems to have been put to bed).
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'00ITR#739
JRSC, JR Walbro FP, JR intake, J&S SafeGuard, JR BTC, v-afc
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Ok, talked to Acura this morning and they say the ecu may have a short in it, but they're not sure. In fact, Acura has decided that with all my mod's, I've voided the warranty for the entire engine/ecu portion of the powertrain.
C'mon guys, I need some support now. ANY ideas about the map sensor problem???
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'00ITR#739
JRSC, JR Walbro FP, JR intake, J&S SafeGuard, JR BTC, v-afc
