[TitaniumTT]

Originally Posted by scotty305

That's really cool, thanks for sharing. The AEM lets me do simple on/off switching of the solenoids, based on a combination of MAP, TPS, RPM. Come to think of it, I've actually got the CRV and CCV actuators controlled by one stock solenoid (vacuum line from the solenoid is T'd to both actuators)... I think I heard about this from someone on another forum. That means I probably would be able to use one more PWM output to control that one CRV/CCV solenoid, assuming the stock solenoid will respond to the PWM signal.

I really like the idea of a spare MAP sensor for the secondary turbo... I may copy that idea someday. Attached a datalog of boost, WG duty cycle and precontrol duty (VVC#1 on the log) during a dyno pull. Now that you mention it, boost control settings that were pretty smooth on the road did yield quite a bit more fluctuation on the dyno.

Yeah, it was pretty strange going back and forth between the dyno and the street. (As an aside, I moved my car inside for the night a few minutes ago, so I had to go for a blast around the neighborhood. My boost pattern on low boost is 8-7-8 then QUICKLY builds to 12 and falls off slightly. High boost is 12-11-15 falling off to 14. By the time 15 is hit in 2nd, tires are loose. I NEED traction control over the winter and gear vs boost as well.) ANYWAY, back on topic. The thing that I am seeing in your graph is a tremendous drop in MAP at the transition point. What's it like on the street in the higher gears? 3rd and 4th? Is it still such a dramatic drop like that or is it smoother? I would think that with the control of the AEM you should be able to work some of that out.

What concerns me though is you're running 2 valves from one solenoid. I think that may have something to do with your dip. The valves may not be reacting fast enough giving that big drop. I output from the ECU should be ok (although I really like each output having it's own adjustability) but I wouldn't use one output, one solenoid for two valves.

The benefit of giving each valve it's own output is that you can stagger the valves ever so slightly. We started with the CRV closing and the TCV opening 50rpm before the CCV opened. Giving the big jump in CFM that resulted in the torque just taking off and kicking you in the ass. You could even feel it on the dyno. It was like brrrrrAAAAAAAAAAP But, with each valve being controled seperately, you can stagger the valving to control the airflow a little more and get something smoother.

What I would do next time you're on the dyno is focus on the fuel and ign tuning. Get a MAP that you know is good in a safe envirornment. Work up in the boost to levels that you wouldn't normally be running at. Make the twins spike to huge boot numbers so you can tune that on the dyno so when you're on the street and things don't go according to plan, if you do push 20lbs at the transition, at least you won't go painfully lean and warp an Apex seal... cause I've done that... on the dyno... from a clogged fuel filter and not up-to-snuff fuel pump wiring. Dave and I didn't do exactely that, we gradually brought the boost up and then in the higher load/lower RPM sites I took the higher load/higher RPM sites that were tuned and did the math backwards and adjusted it up slightly to run around .78 if I ever got there accidentally.

It looks like there is alot of potential in the AEM. When I called inquiring about it, whoever I spoke to, this is prob 4 years ago at this point, didn't really know much and couldn't answer specific questions so I passed on it. I figured I would need all the tech support I could get and MoTeC was it. They didn't even have thier V3 software out yet either, the first thing I did with my box was update the software and even then we had a LONG indepth discussion about how the V2 could do it with a few workarounds but the V3 would handle it without a problem at all.