The Tuning Thread- EJ Motor

[16 cycles]

EGT and AFR sensors are great tools for tuning.....cost to tap a bung for EGT less than an engine...your call...

[Lance]

Just to be clear. The stock up pipe was modified to have an egt bung? So it has 2 sensors on it currently? The o2 and EGT?

[boosted_wrx]

No the car originally has an egt sensor in the uppipe that jacks to the factory harness and there is an o2 in the manifold itself

[boosted_wrx]

This is the original sensor

[racedriverpro]

Put it back to be safe.

[Lance]

No the car originally has an egt sensor in the uppipe that jacks to the factory harness and there is an o2 in the manifold itself

As far I as know, the factory harness doesn't have an input for exhaust gas temperature. You really need to verify exactly what the sensor is, where the signal is going and what failsafe/calculation it is responsible for.

[boosted_wrx]

It is an egt, the early gd series Wrx has an egt in the up pipe , the Sti didn't but I'm not sure if I could just leave it out, I'm trying to call the tuner but he not answering

[boosted_wrx]

[Lance]

Ah ok. This is only for cars that have the cat on the up pipe. Apparently it's used to monitor that aspect. My JDM motor doesn't have this.

If you are using a catless up pipe then the sensor would have no real functionality.

Talk to your mechanic/tuner. They will advise you on the best way forward. Most will probably have you leave it unplugged and they will clear the code on the ECU.

[boosted_wrx]

Ahhhhh .......... Thank you very much, I was doing some reading about it but wanted to make sure , my uppipe don't have space for it. So I'll leave it out and let them disable it when going to tune. Thank you very much.

[Lance]

No problem. There is also a hack where you can use resistors to trick the ecu into believing that things are fine. But disabling the code on ecuflash is probably best.

I did something similar when I installed a long runner manifold and didn't have the TGVs again.

[boosted_wrx]

I'm currently in the process of porting out my tgvs and also installing some headers uppipe and 18g so I wanted to make sure I'm doing everything correctly

[racedriverpro]

Can anyone confirm whether a td04hla19t (i believe this turbo is used in the bl5 gt mt) is a direct bolt on replacement for the vf38?

[boosted_wrx]

Vf38 is single scroll right ?

[racedriverpro]

Vf38 is twin scroll

[boosted_wrx]

Well the td04 19t is a twin scroll Subaru turbo, it should fit direct bolt up to your uppipe from the vf38

[boosted_wrx]

The uppipes are pretty much standardized for the twin scroll application as well as the single scroll applications

[racedriverpro]

Really looking to have a really reliable turbo set up that can be effectively repaired if required. Don't knw if i can have that with the vf38.

[boosted_wrx]

I have a vf 37 twin scroll for sale

[boosted_wrx]

Call me if interested 488-1216

[boosted_wrx]

Doing the injector decap mod, just wanna know if the little black cap around the end of the bottom portion on the injector is to be reinstalled ?

[Lance]

It may be a bottom fuel seal for part of the injector that goes into the intake. If it doesn't obscure the decapped then it shouldn't be an issue to leave it attached.

You would want to make sure the process was successful though. Or else you would end up with a broken engine. Fuel supply is paramount.

You should get the objectors flow tested to ensure that they are all flowing within a reasonable range. You do not want unequal flow across the injectors- IDs are expensive partially because they provide well matched sets.

Flow testing will also give you an idea of the atomisation. Remember is not all about cc flow. You want the spray pattern to be even and well balanced.

[boosted_wrx]

It may be a bottom fuel seal for part of the injector that goes into the intake. If it doesn't obscure the decapped then it shouldn't be an issue to leave it attached.

You would want to make sure the process was successful though. Or else you would end up with a broken engine. Fuel supply is paramount.

You should get the objectors flow tested to ensure that they are all flowing within a reasonable range. You do not want unequal flow across the injectors- IDs are expensive partially because they provide well matched sets.

Flow testing will also give you an idea of the atomisation. Remember is not all about cc flow. You want the spray pattern to be even and well balanced.

That's true, makes sense, thank you for the advice, by chance does anyone do flow testing locally ? It is the bottom fuel seal

[racedriverpro]

Sookhai's Diesel

[air wick]

Sookhai's Diesel

No they don't flow test. They only do the ultra sonic cleaning. I sent a set of Subaru injectors to clean there in Feb. this year and requested a flow test and they told me they don't do it.

[16 cycles]

swear i saw a clean an flow test machine by Bird...

[rylan1996]

Yeah bird does it.

[Lance]

He cleans them ultrasonically and can flow them to see how matched they are (before and after the cleaning). What I don't think the machine does with precision is tell you how much cc's/min each injector is flowing. Possibly the machine has an add-on where you can print out the flow results, not sure.

But you can watch each flow reservoir and have a reasonable idea of what the flow/min is like.

To me the main concern is knowing that they are matched, even if you can't tell the cc/min with precise values. Once you have an average to input into the tuning software then you can adjust it as you tune.

[racedriverpro]

any stock LGT owners on the inside?

[Lance]

What's everyone up to three wise tuning and management wise? New tune-able mods to install?