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uhhh, I dont know if you have any experience with the AEM ECU, but its plug and play, and with wideband it tunes the fuel curves itself.... If you actually have experience with it and this is not true, please tell me.....
secondly, I didnt say "I'll throw these parts together and run these times". I said that this was a guideline for me to follow, not an exact plan. if it was exact I would have all other kinds of $%# in there and the list would be miles long. I said that I expected those times, not that I would run them.
oh yeah, and I think that somewhere along there I said I wanted to run the 64 hks cams. and I also showed in my revised plan the complete lack of nitrous, and if a kit comes along for the right price, I'll just switch my $%# up.
and I have a hard time believing you actually work in a shop because of this statement:
the advantage of nos in a trubo car is not the added hp, it is the incredibly cool dense chage of air it provides.
why?
because the cooling, and increased amount of oxygen, is what adds HP. by having more oxygen you can put in more fuel safely, and therefore make more HP. if all it did was cool the intake charge and prevent ping, people would be saying farg nitrous, I'll just use water.
What he (my roomate) means is that the AEM has issues with tuneability for the novice standalone user. It is plug and play in the aspect that it just clips into the standard harness, but when they say that the wideband does all the work, they are kinda talking out of their asses. The shop he works for has installed a few AEM systems and it is not that easy, otherwise everyone would be doing it. Think that wideband o2 can help you tune your idle fuel mixtures? How about your part throttle? What happens when one injector starts to die and the fueling goes to shit...will the wideband compensate? If it does, then again..what happens to that lean cylinder? Its called research, and yes I've done it. I read the AEM forum as well as the Haltech (my roomate's setup) and SDS forums (SDS being my choice of system for my personal cars, due to its simplicity and ease of tuning).
Do you understand what nitrous into the intake charge does? What about water injection? Well, here is some schooling for you:
1) Nitrous into the intake air charge drops the density of the incoming air by super chilling it. This helps the mixture atomize and keeps it all nice and dense to aid in power creation. Cooler intake temps means more power...not less ping. More power tends to CREATE ping.
2) Water injection is NOT used to chill the intake air, it is used to kill off hotspots in the combustion chamber to reduce detonation. THIS is what causes ping (among other things)
There, see how easy that was!
.
Now as for your claim that he does not work in a shop...well, I can vouch for his employment as if he was not working there, I would not get any rent money from him...which I do
. The shop colt they built ran, in untuned format, the ET listed in his sig (which I cannot remember right now
). I think he has some small clue as to what to do in regards to 4g63T upgrades.
Now as for your other options....if you seriously expect to run the times you want, then you had damn well better do it right the first time. Do not mess around with AFCs or junk like that. Do the standalone, you will not regret it. Once you start working with it, you will never go back to the old way
.
Oh yeah, with the proper ECU and injector setup, you do not need the adjustible FPR....in fact it will make life difficult for you. With the outputs you want, you are going to need a BIIIIIIIIT more fuel control than just an FPR or AFC.