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Electronics / Re: Auto Manual idea - Can MaxxEcu do this?
« on: April 18, 2024, 07:36:18 PM »
It is a pain. If your running sikky headers, fitment isn't bad. If you're running long tubes it's a pain.
April 19, 2024, 08:56:24 AM
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Electronics / Re: Auto Manual idea - Can MaxxEcu do this?
« on: April 18, 2024, 09:05:17 AM »
My engine with the DCT revs fast AF. I even have the 20+ lb flywheel. Most just run a 5-7lb flex plate. My tach is slower than the engine. The rpms will be back down to 3500 rpm after revving to 7k while the tach is just now reading 6k. Lol
The long ratio DCT isn't the best 1-2 shift but 2-7 are essentially the t-56 short ratio trans. Maxx can control the gen 1 DCT(short ratio 1:1 7th), gen 2 dct(long ratio .68 7th) or gen 1 8hp all via canbus. 8hp adds transbrake.
You can probably install an 8hp or DCT for less than what you can sell your manual setup for. Assuming you do it yourself.
Trans $1500(can be found under 1k)
DCT harness from Maxx $600
Best adapter and flywheel(clutch master) $2000
Driveshaft $700-1200
Rear adapter $250
1" square box tube $10
Misc $3-400
The long ratio DCT isn't the best 1-2 shift but 2-7 are essentially the t-56 short ratio trans. Maxx can control the gen 1 DCT(short ratio 1:1 7th), gen 2 dct(long ratio .68 7th) or gen 1 8hp all via canbus. 8hp adds transbrake.
You can probably install an 8hp or DCT for less than what you can sell your manual setup for. Assuming you do it yourself.
Trans $1500(can be found under 1k)
DCT harness from Maxx $600
Best adapter and flywheel(clutch master) $2000
Driveshaft $700-1200
Rear adapter $250
1" square box tube $10
Misc $3-400
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Electronics / Re: Auto Manual idea - Can MaxxEcu do this?
« on: April 16, 2024, 08:30:28 AM »
Short answer No, Maxx cannot do that. Maxx controls the DCTs via canbus essentially faking the factory systems. Using the OEM mechatronics with a custom firmware.
It would require custom firmware on hardware like the HTG GCU.
More importantly, why? I ask because SMGs are on of the most hated transmissions for the BMWs. It's the one thing wrong with the Lexus LFA. The Ferrari F1 trans gets swapped out for a manual all the time. Single disc automated manuals are just poo. The shifts are marginally faster than what you can do yourself.
Of course there is the just because factor and no one else has done it. If that's for you, by all means.
It would require custom firmware on hardware like the HTG GCU.
More importantly, why? I ask because SMGs are on of the most hated transmissions for the BMWs. It's the one thing wrong with the Lexus LFA. The Ferrari F1 trans gets swapped out for a manual all the time. Single disc automated manuals are just poo. The shifts are marginally faster than what you can do yourself.
Of course there is the just because factor and no one else has done it. If that's for you, by all means.
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Build Threads / Re: Aston Martin V8 Vantage
« on: April 15, 2024, 08:41:17 AM »
I've got the Sanden on the car as well. Need to make the lines to the metric FD stuff still. Hardlines would be cool. I think the Sanden is a -8 pressure and -10 suction.
Out of curiosity, has anyone found a metric adapter to go from the 16 and 20mm fitti GS on the FD to SAE for a/c lines? In stainless would be best.
Out of curiosity, has anyone found a metric adapter to go from the 16 and 20mm fitti GS on the FD to SAE for a/c lines? In stainless would be best.
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Build Threads / Re: Ten Pounds of Shit in a Five Pound Bag - Twin Turbo LS3/DCT Daily Driver
« on: April 08, 2024, 07:02:14 PM »
Not even going to mention what the real reason for the PDM purchase was?
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Build Threads / Re: Aston Martin V8 Vantage
« on: April 08, 2024, 04:52:39 AM »
Oh, how I wish I could fit the LS7 dry sump pan in the FD.
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Suspension/Brakes/Wheels / Re: Choosing some coilovers....
« on: April 05, 2024, 05:44:23 PM »
No, FC will be a fair bit different but I don't have a response aside from the DFVs are borderline magic for a not adaptive damper.
FDis dual wishbone and multi link. FC is MacPherson and some weird trailing arm thing. I'd guess something like 7kg fr/8kg RR. But that's just a wag.
FDis dual wishbone and multi link. FC is MacPherson and some weird trailing arm thing. I'd guess something like 7kg fr/8kg RR. But that's just a wag.
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Build Threads / Re: Aston Martin V8 Vantage
« on: April 02, 2024, 08:00:26 PM »
Time to buy a vapor hone!!!
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Build Threads / Re: Aston Martin V8 Vantage
« on: March 19, 2024, 05:50:27 PM »
Thanks for that Blake. The drivers are cheap on eBay. Under $150 but like you said, modeling the pump timing is a pain. The injection timing not so much since your aren't overly concerned with emissions.
I built an L15B for a guy that is going to do time attack in his Fit. 600whp MID sleeve 1.6L. The link g4+ GDI was the only option but we got it to work. Link had done all the hard work. Have you talked to them (or EMTRON) about what their plans are? The LT is the future then LS parts dry up.
At the end of the day, OE is good for the wallet, just stinks you cannot do all the go fast stuff like TC.
I built an L15B for a guy that is going to do time attack in his Fit. 600whp MID sleeve 1.6L. The link g4+ GDI was the only option but we got it to work. Link had done all the hard work. Have you talked to them (or EMTRON) about what their plans are? The LT is the future then LS parts dry up.
At the end of the day, OE is good for the wallet, just stinks you cannot do all the go fast stuff like TC.
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Build Threads / Re: Aston Martin V8 Vantage
« on: March 19, 2024, 06:44:16 AM »
Just in case you're not aware, you can do an EMTRON KV8 and a pair of BRZ injector drivers for a V8. Emtron supports DI with an external driver.
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General Tech / Re: JTR Header or Samberg Header on RHD
« on: March 16, 2024, 12:44:46 AM »
RHD is difficult because of the starter. They won't fit natively but with modification will.
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Drivetrain / Re: Solid roller LS7 dyno day!
« on: March 10, 2024, 08:10:54 AM »
If that DCR is accurate I'll be surprised if it doesn't knock at light load on 91. Will probably need octane booster.
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Drivetrain / Re: Solid roller LS7 dyno day!
« on: March 10, 2024, 03:52:25 AM »
9.19:1 makes me think the IVC is off. That's quite high for pump, even 93. I was at 8.96:1 with perfect quench and it was the limit for 93 pump. Engine now is about 8.45:1. My .006" is similar to the numbers you listed (289/303) but hydraulic. 234/248-116.5+3.5 .650".
You mention noise. Do you have a fair bit of sewing noise until hot lash?
Timing drift. Most ECUs have a us (micro second) setting to compensate for timing drift. Low 30° timing sounds like LS1 head numbers. LS7 are usually 6-8° less advanced because of how much better the chamber is.
Fuel. I aim for 12.5 at peak tq and leaner at 12.7-.8 before and after. Certainly a little power to be had once off the carbies.
The 8200rpm shift looks better for performance but not longevity.
You mention noise. Do you have a fair bit of sewing noise until hot lash?
Timing drift. Most ECUs have a us (micro second) setting to compensate for timing drift. Low 30° timing sounds like LS1 head numbers. LS7 are usually 6-8° less advanced because of how much better the chamber is.
Fuel. I aim for 12.5 at peak tq and leaner at 12.7-.8 before and after. Certainly a little power to be had once off the carbies.
The 8200rpm shift looks better for performance but not longevity.
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Build Threads / Re: Aston Martin V8 Vantage
« on: March 09, 2024, 03:46:05 AM »
Very nice. Just wish there were more DI injector ECU options. Would love an LT 427 NA.
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Drivetrain / Re: Solid roller LS7 dyno day!
« on: March 09, 2024, 03:06:55 AM »
Do you recall what your DCR is? What are your timing numbers? I'm at 12:1 with a much smaller cam and stopped at about 21-23°. The LS7 heads didn't gain anything by going higher so I wasn't knock limited.