Thread: b14 launch control

Please explain in detail how you think this should work.



I need more details on this also.

Thanks,
Dave

Recirculate your BOV and problem solved... Or run blow thru.

Im not sure in the algorithms, etc how it works, but when I had an E-manage Ultimate with the launch control function and launch timing at -15, there was exhaust flame time, even though I was N/A. Would it help if I sent you the E-Manage Ultimate software, etc?

As for the anti-stall function, again not sure what that is, but I would like something like the SAFC Decel Function thats supposed to help with BOVs vented to air. What does the SAFC do to achieve this??? Following my random reasoning from above with the E-Manage Ultimate, perhaps changing the TPS Closed Timing to something higher than 0 will burn the additional fuel tossed by the ECU when the BOV releases and hence there will not be any unburnt fuel in the exhaust to "explode through the exhaust".

And finally, I would at least like to have all the items from the current B13 xdf also for the B14 xdf. B14 has been left behind always. Cant find any O2 sensor and Knock Sensor Bit Flag on the B14 xdf...

I know you are not a magician, but hey, I have to ask...

It is 50x easier to tune some parameters in the ECU and forget the saw, the hairspray and additional T-bolt clamps, etc to Blow-thru OR get the HKS adapter flange for recirculation.

If you're using a MAF sensor, with a BOV venting to atmosphere, you're doing it wrong (except blow-through of course). Trying to tune to compensate for an open BOV would be as silly tuning to compensate for boost leaks.

That said, I think (not sure) running a MAP sensor (instead of MAF) is a future possiblilty with the Tuner Code RTV2 stuff, but I'll let Dave speak to that.

An open BOV is venting air that has already been measured by the MAF. Thats why it must be recirculated after the MAF, before the compressor inlet. With blow-through, I think the BOV must be before the MAF. Then it can be vented to atmosphere or recirculated because the MAF sensor hasen't measured the air yet.



MAF to MAP conversion is certainly possible, as far as coding it in the ECU is concerned. However the lack of IAT (intake air temperature, preferably measured inside the plenum) is a limiting factor. How much of a performance advantage is MAP over MAF, for street and race cars?

Cheers,
Dave

Little to none, unless you count the 'street cred' from everyone hearing your BOV go "PSSSSSSHHHHHHHH."

Sorry, that's just sarcasm. I've read about it before, but I can't remember the details. From what I recall, there are some advantages to running MAP and some for running MAF, but in a head-to-head comparo it's pretty much a wash.

The only reason i'd want a map is to clean up the engine bay, maf just looks ugly haha

I've been thinking about this and need to know exactly the conditions where the stall and explosion occur. Please explain in as much detail as possible (rpm,throttle movement,gear,shifting,lifting,etc.) when, how, and to what degree and under different conditions (like, when is it worse) these problems occur.

Thanks,
Dave

any updates on this file...? and can u install this file into a b14 jwt ecu?