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Old 05-05-2004, 02:53 AM   #1
Pi7467mp
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Question Injectors? Air assist? what to do?

OK so I know that there are a few options. One being getting a 99 intake manifold, and using sti injectors.. Only having to tap for MAP sensor.. And second being RCeng Injectors. How do you go aboutt getting injectors, that will work with the stupid air assist with out going stand alone? Do you just have a CEL all the time, or does Rc make a set that works with air assist?
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Old 05-05-2004, 06:21 AM   #2
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you could get some injector adapters from Japanese Automotive in canada and use wrx injectors that way. It will block the air assist and you can use some stock wrx modded injectors

that may be too much fuel but you get what i mean.

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Old 05-06-2004, 12:58 AM   #3
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what is their website?
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Old 05-06-2004, 04:05 AM   #4
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http://www.japanese-auto.com/

Yoshio will help you out.

Ben
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Old 05-06-2004, 06:44 AM   #5
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yeah if you can understand the guy
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Old 05-06-2004, 11:46 AM   #6
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is there any other place that sells the adapters? or do japanese-auto.com have the only ones?
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Old 05-06-2004, 05:49 PM   #7
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You can't use bigger injectors without stand alone or reflash. Any piggyback computer will just be learned around by your ecu.
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Old 05-06-2004, 05:51 PM   #8
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I have a stand alone
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Old 05-06-2004, 05:52 PM   #9
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The unit I have givers me the ability to run up to and over 1000cc injectors.
Imprezarsx used it w/ 550cc
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Old 05-06-2004, 05:54 PM   #10
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what stand alone did you get?
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Old 05-06-2004, 05:55 PM   #11
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well I lied... its not a stand alone, it is the split second FTC1.. its a piggy back, but it allows the ability to run large injectors. It has 3d mapping of both fuel, and timing. its pretty cool for only being $575
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Old 05-06-2004, 06:35 PM   #12
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do you have a voltage clamp or something like a J&S that would let the car go into open loop when you hit boost? how do you control the idle?
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Old 05-06-2004, 06:37 PM   #13
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I don't need a vlotage clamp, it has an internal 2bar map sesnor.. the idle is controlled with a 3d fuel map.. check it out it is pretty cool. www.splitsec.com
it is called a FTC1
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Old 05-06-2004, 06:38 PM   #14
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Description:

The FTC1 Fuel/Timing Calibrator provides precise calibration of fuel and timing retard. It is most often used when naturally aspirated engines are converted to forced induction. The fuel calibration range supports conversion to larger injectors. The timing control section is used to map timing retard to avoid detonation under boost.

Through a serial interface, the FTC1 can be programmed by a laptop computer running the Split Second R4 software. The software provides three dimensional mapping of the MAP and timing retard signal. The MAP value output is determined by the active cell value. The active cell is determined by absolute pressure measured by the internal sensor and RPM.

The FTC1 comes in many different versions. It must be ordered for a specific model of vehicle. Some versions have an internal 2.5 bar MAP sensor which can replace the stock one bar MAP sensor. Other versions operate in voltage mode and are driven off of the stock MAF sensor.

The calibration of the FTC1 is done through a serial interface, which is active while in operation. The R4 software runs on Windows 95/98NT/2000. The software provides real time display of RPM, manifold pressure, and cell value. The R4 software is the same software that is used to program the AIC1 and PSC1. A variety of editing tools ease the task of setting up an initial map and quickly fine tuning for optimum performance.

Features:

Two three-dimensional map tables defined by absolute pressure and RPM
Avoids fault codes due to excess flow readings
Compatible with 2 and 4 stroke engines from 1 to 12 cylinders
Laptop adjustable
Two modes for either direct output or signal modification
Can retard ignition timing by up to 20 degrees
Transient surge and battery reversal protection

Connection Information:

Because the FTC1 is offered in so many configurations, it is not possible to show a typical connection. Please refer to the installation instructions for a specific model for more information.

Software:

The FTC1 is programmed with the R4 Fuel Controller Software. When the software is launched an identification screen will appear that says Split Second. After four seconds, the maim menu will appear. If this is a new application, select File then New Customer to create a new customer. Type in the customer name and save. The default location for customer names is My Documents. When you return to the main screen, select File and Open Customer to open the customer file that you just created. Once the customer is open, the Maps, View, Options and Help tabs become active. Whenever you write new data to the FTC1, all settings and mapping will automatically be saved under the current customer name. You can fill in the various fields such as name, address etc. if you like.

Connections:

Select the proper com port for the serial connector on your computer. Connect the FTC1 to the computer using a 9-pin serial cable. The cable must have a male plug on one end and a female on the other. Once the serial cable is plugged in and the FTC1 is powered up, you may connect to the FTC1 by selecting the Connect to ECU icon. Once communication has been established with the ECU, the Real Time pull down becomes active.

Programming:

Refer to the R4 data sheet for specific information on how to use the R4 software. Use the Options pull down and Systems Settings option to select either the Vacuum/Pressure, or voltage mode and Programmable Signal Conditioner. Use the Options pull down and Engine Settings to select the number of cylinders of the engine. Use the Maps pull down to access the map tables. There are two map tables in the R4 program. Table A is normally used to program fuel and table B is used to program timing retard.

In the vacuum/pressure mode, the FTC1 is calibrated to read throughout the vacuum region and up to 16 PSI of boost. The vacuum and pressure readings are based on sea level conditions. As you move up in elevation and atmospheric pressure goes down, the ambient pressure reading will move down into the vacuum reading.

The number entered into the cells on the fuel map represent either the actual output voltage (direct mode) or the amount that the input voltage is offset (signal modify mode). The number entered in the cell can range from 0.0 to 20.0. The step size in both modes is 25mV. Example outputs are shown on the following table. The signal modify mode is recommended for most engine management applications.

This table shows the output voltage for direct and signal modify modes of operation. Note that there are 200 cell values. Only 20 are shown for simplicity.

Cell Value Mode
Direct Signal Modify
0 0.0 -2.5
1 1.25 -2.25
2 0.5 -2.0
3 0.75 -1.75
4 1.0 -1.5
5 1.25 -1.25
6 1.5 -1.0
7 1.75 -0.75
8 2.0 -0.5
9 2.25 -0.25
10 2.5 0.0
11 2.75 0.25
12 3.0 0.5
13 3.25 0.75
14 3.5 1.0
15 3.75 1.25
16 4.0 1.50
17 4.25 1.75
18 4.5 2.0
19 4.75 2.25
20 5.0 2.5

The number entered into the timing map indicates the timing retard in degrees. The value can range from zero to 20.0. The maps for both fuel and timing are overlay maps that are applied on top of the maps in the stock ECU. It is recommended that large jumps in value from one cell to the next are avoided.

You can click and drag to highlight an area of cells. Once highlighted, you can use the icons across the top of the window to fill all the selected cells with a value. For example, in the direct mode, if you fill the selected cells with the value 10, whenever the manifold pressure and RPM match one of those cell locations, the output voltage will be 2.5V.

A highlighted area of cells can also be changed by a percentage by using the Change By button. To increase a highlighted area of cells by 10 percent for example, select the cells, click on the Change By button and enter 10. To reduce by 50 percent, enter 50.

You can also fill a range of cells with values that are interpolated from the end points. This works over a row, column or 2-dimensional area. To fill values over a two dimensional area, fill the four corners of the area with cell values. Then click and drag to select the area encompassed by those corner cells. Click on the Auto Fill button. The software will calculate and fill the correct values for all highlighted cells.

Once the maps are set up, you can write to the ECU in the FTC1. To write to the ECU, the ignition must be on so that the PSC1 is powered up. The engine must be off so that tach pulses are not present during programming. To write to the ECU press the Write Data to the ECU button. The operation of writing the data will also save the configuration and map information in the current file that is open. You can also upload from the ECU using the Read Data From the ECU button. You can then save or modify the data.

Operation:

Once the data is loaded into the FTC1, the engine can be started. From the main screen, the Real Time pull down can be used to observe a variety of operating parameters. The All option brings up a window that displays boost pressure and RPM as well as cell value and duty cycle for both A and B channels. The All window can be enlarged to full screen size to make it easy to read while working on the engine. The RPM and Pressure options display analog gauges that show those parameters. The All, RPM and Pressure options can all be displayed simultaneously.
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Old 05-06-2004, 06:44 PM   #15
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sounds like the greddy emanage but how does it get around the ecu's tendency to relearn all settings?
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Old 05-06-2004, 06:47 PM   #16
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If it is tuned right the ecu won't fight against it.. the only time the ecu fights against it, is when there is an extreme difference between the stock fuel map. Its by no means compariable to the features of a stand alone, but it allows the ability to tune the proper air fuel mixture, without ahving to go stand alone.
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Old 05-07-2004, 02:14 AM   #17
Pi7467mp
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so does anyone know where else to get these adapters?
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Old 05-07-2004, 02:19 PM   #18
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You don't need an adapter for the bottom side of the injector. Just buy the rubber grommet that the WRX uses. It's much cheaper and is the proper part.
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Old 05-07-2004, 02:49 PM   #19
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ok... do you have a part number? I have never heard of that before.
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Old 05-07-2004, 03:39 PM   #20
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Nope. You should be able to call the dealer and describe it to them. It is like and O ring, but flat.
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Old 05-08-2004, 01:38 AM   #21
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is this to fit it into a 00 manifold?
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Old 05-08-2004, 04:24 AM   #22
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yup. I've had issues finding the right combo for the rail, but the WRX washers have never failed me at the manifold side.
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Old 05-08-2004, 05:41 AM   #23
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does anyone have a factory service manual for a WRX so we can figure out the part# for the grommit?

Also, SubafastR what kind of problems are you having with the fuel rail? as far as i understood the thing that stopped 00 cars from using wrx injectors was the intake mani, i thought the injectors should bolt up to the rails. would using 99 rails help?
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Old 05-08-2004, 01:47 PM   #24
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nope. You have to find the right combo of o rings on the fuel rail side. The tops of the injectors are different. The only difference between a 99 and 00 injector is there is an extension on a 00 injector for the air assist. Simply plug the holes on the air assist ports. I don't know who started this 99 manifold crapp, but that's all it is...crapp.
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Old 05-09-2004, 12:19 PM   #25
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I wouldn't worry about using the air assist if you're going bigger injectors...

The system is used to provide faster atomization of the fuel as well as lower emissions...

Supposedly, subaru says negative pressure at the bottom of the injector is turned positive by the air...

Have you seen what the passges look like and how it would work??

Kevin
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