spoon32

Excellent work! Ill be installing a perminant EBP setup over the winter. Using a standard 2-3bar MAP sensor isn't bad but like Scott noted the gas must be cooled. Powerstrokes come with EBP sensors standard, and thats the route I'm going to go with. It's alittle hard sense your voltage outputs will need custom scaling rather than standard MAP scaling, but I like the robustness since it is built to handle some heat.

Interesting....... makes you wonder how many people have/are getting these things and ending up way out in left field without proper degreeing.

Did they make a mistake on that card??? Based on the valve open/close numbers, the centerline is at 114 not 112 which you show in the second to last photo.

Daily driver between March and November....... no rust and I prefer to keep it that way.

email sent.

Thanks.... those numbers are exactly what I was looking for. I think you may be confusing what I am trying to say. Take for example the numbers quoted from the link you provided. From .1 to .2 lift you get a 74% gain in flow. From .2 to .3 lift you get a 22% gain in flow From .3 to .4 lift you get a 4% gain in flow. This trend of increase lift vs. decreasing flow will continue to a point of no flow gain or even decreased flow, due to Flow=Area*Velocity. Granted that is an over simplification since velocity and port roughness will change the flow boundry layer thickness. But you can see how the increase in lift, or flow area, will start to decrease your intake velocity. Since the came profile determines the valve lift....... selecting to proper lift is important.

Good call. Will be added at next update. I'm looking for the TEP Cam numbers aswell.

Thats a misconception.......... thats how you come to the valve lift numbers you need. A head can only flow "X" CFM. After a certain lift you will see minimal flow gains if any, then adding more lift to that will just slow the flow velocity down.

I'd be curious to see some cylinder flow vs. valve lift figures. Im sure somebody has done this, but so far I haven't been able to find these numbers searching between the various forum websites.

I didn't include the GOD Cam because I found it has been discontinued unfortunately. For a TB injected car with stock exhaust, I think this may also cause excessive reversion. In an MPI car with larger turbo A/R I suppose it may be worth exploring. I also have doubts about the 2.6 being able to rev high enough to take advantage of a reverse split cam. After all..... it boils down to the fact we're pretty much working with a diesel engine. It seems to me for most well designed turbo engines, a single pattern cam is very capable of getting all it can out of an engine.

If thats where its leaking your compressor seal is dead and your going to need a rebuild. Not that hard to do. Give me a call sometime if you decide to rebuild it and want some help.

Assuming most people know the common terms of duration and lift...... Lobe separation angle (LSA) is the number of degrees spearating the intake and exhaust lobes on the camshaft. Generally speaking smaller separation lowers powerband, narrows powerband, and decreases idle vacuum. Increasing the LSA would have the opposite effect. Overlap is the amount of time both the intake and exhaust valves are open. I feel this number is of great value to our cars. Assume a stock starquest with its highly restricted exhaust and fairly lower boost pressures. If a high overlap cam were to be used in that circumstance I think its vary likely the engine will experience alot of backflow..... where your exhaust gasses will go into your intake manifold rather than the exhaust manifold. I could see exhaust manifold pressures being upwards of 2 bar, while the intake pressures would be 1 bar or less. It appears there is alot of variance in the valve open and close numbers. I find this interesting but don't have the experience to comment on their effects other than how it may alter cylinder pressure and manifold pressure waves. I also find the Twist the Banshee exhaust valve closing before TDC to be especially interesting. I was hoping to start a dialog from these values so people may be able to select the best cam for "their application" rather than just bigger must be better.

Do some research. I just took the time of collecting and calculating info on all the cams I know to be available currently.

Just wanted to share a little spread sheet I've been working on. All numbers are accurate to the best of my knowledge with the exception of the purple cells. http://www.starquestclub.com/forum/uploads/1288117566/gallery_5741_794_41618.jpg

Stopped by this even and pulled some parts from the 87. Great guy with plenty of great parts.

No thanks. I'm not to the point of going to a T3/T4 turbo yet.

Forgot to mention that I'd be interested in getting ahold of a cracked one in addition to a good one.

Looking for an exhaust manifold with no cracks. Let me know if you can help me out. Thanks.

Also.... as I have mentioned in my thread, I am using a 2-wire PWM and having troubles with it. Is there an advantage to using a 3-wire over a 2-wire unit?

Warmup is open loop. It goes off your PWM vs. CLT table and nothing else. Closed loop will allow the ECU to read idle RPMS and make adjustments to the PWM on the fly in order to maintain your RPM vs. CLT table.

MS3 is by far the best ECU I have used on any car. I'm still have trouble controling and PWM outputs such as my idle valve and boost solenoid, but both are showing promise. Once I get everything running great with EDIS I'm going to take that out and go seqiential spark and fuel. I just didn't want to bite all that off at once with a new ECU.

Running..... I had to switch my coil banks for some reason. The coil is marked 1-4, 3-2..... but following all the schematics on the net i apparently needed to flip them. Either way MS3 is off the hook!

I put some fresh plugs in and I'm getting some popping and backfiring. I currently have the plug wires run exactly as they would be on the ford coil. Is this correct or do I need to flip them in some other order?

Can anyone confirm these coil resistances...... 13k secondary 1.0 pin 1-2 1.5 pin 1-3 1.0 pin 2-3