Picked up a JRSC

Adam Hopkins · Post by **Adam Hopkins** » Fri Jun 13, 2008 11:22 am

I dont know what the hell your doing, I assume you have something off with tipin and that is what is making you pull so much fuel from the map in that area.

Post by **calvin** » Fri Jun 13, 2008 11:53 am

remember JRSC required adjust TIP IN and TIP IN RETARD

JaredKaragen · Post by **JaredKaragen** » Fri Jun 13, 2008 1:50 pm

oah snap; I think that's it; I am used to doing the tip-in change for the turbo, but never touched that with my JRSC; tip-in retard I have touched on a little, but ws more worries about the map wanting me to pull soo much from the vacuum portion. This is definitely a possibility.... I will try those today! I can say that I already have some ignition changes to my lowcam ign map in the low-rpm areas, but I can see how tip-in retard is benefitial with my setup. Thanks; and maybe the evil eye will go away soon!

I don't know what the hell your doing...

your not the only one! Sometimes I feel the same way! I will be starting the tune over again... time to break out the 20A regulated 5-24V power supply and do them offset tables again! I am on my 21st different tune with this setup; I like to change tunes like I change my underwear... Now I see there ae a few things I missed, or need to account for that were unforeseen in my eye.

Post by **calvin** » Fri Jun 13, 2008 2:13 pm

on JRSC 99% tip in is sometimes not enough

JaredKaragen · Post by **JaredKaragen** » Fri Jun 13, 2008 3:24 pm

JMFC! Ok, I see what you mean now.... I was going to up it to ~60%, but you say that much, I will start at 80 and see how much it helps... I will be leaving the house in a few, so hopefully this will get straightened out! F.Y.I last night I observed the IAT's playing a huge role in this setup; lean out of boost, still fine under boost; not what she was tuned during the day to; it required much more of an adjustment than I thought... but then again, this is kind of an untouched territory for me doing the SC...

Post by **Bugermass** » Fri Jun 13, 2008 4:50 pm

I've never had that tip in issue with JRSC.. I always move the FPR signal to somewhere on the pressure side of the charger with no problems.

Post by **calvin** » Fri Jun 13, 2008 5:07 pm

that can help too

JaredKaragen · Post by **JaredKaragen** » Fri Jun 13, 2008 10:20 pm

Yeah, I am leaving it at zero and starting a new basemap today; Had to dig up the old regulated 20A power supply... it has a pot for changing voltage... makes setting battery offsets easy as pie.

Post by **calvin** » Fri Jun 13, 2008 11:02 pm

let me know how that worked out

JaredKaragen · Post by **JaredKaragen** » Tue Jun 17, 2008 12:47 am

Tip-in most-definately helped out. I trimmed the tip-in retard some and things got alot more responsive; still working on it, but it's moving along and AFR's are being consistent. I have a way to make my car run off just the turbo, got it running today easily; added 2 one way check valves to my vacuum lines from the PCS to the charger, and one from the turbo inlet to the PCS... this is creating a nice deadspace to keep the valve open... after a while it bleeds off... so basically, once the motor gets started, the bypass valve opens completely and stays there, trying to get every bit of vacuum it can. Now; I did some pulls, and what would you know; turbo lag, .5BAR, and it slowly climbed as I got from 6-7K... maybe 2 more PSI over WG once I hit 7,500RPM. AWESOME! The little internal bypass can keep the CFM from the turbo up to redline with no glitches or problems... but when it comes to boost controller setup, it will go up by a ratio in duty cycle after a certain threshold @~6000 RPM... so boost controller config will get a little tricky I think... Now; Need to get that boost controller solenoid in! Also: Is there a way to add a second MAP and do a conditional to activate something like the PCS on the ECU? Reason: I want to use an OEM map on the turbo side (@ the throttlebody) to activate the PCS's (need to use 2 of them), so I am not guessing turbo input PSI through the charger.... This has been a hiccup for a while that I need to solve.

JaredKaragen · Post by **JaredKaragen** » Tue Jun 17, 2008 11:43 pm

I just had a thought: What if I took the vacuum operated valve off, and added a wastegate lets say from an internally gated turbo. Attached is a pic of how it should be done... and I am trying to avoid this as an end result: Basically; run the internal flapper valve with a wastegate; and tie that into the turbo's WG. now; through a boost controller, and presto... I could route the flapper WG from seeing the boost controller to go SC than turbo... basically effectively change the way it works.... but the problem is I would need to reverse the mounting position for the WG flapper to make it work right... if I am thinking correctly. To disable the charger I could use the PCS to switch it off and bleed it's boost to reopen the valve.

David974 · Post by **David974** » Thu Jun 19, 2008 12:47 am

it's RMC Daniel setup! it should work and be efficient

JaredKaragen · Post by **JaredKaragen** » Thu Jun 19, 2008 10:14 pm

David974 wrote:it's RMC Daniel setup! it should work and be efficient

is directed towards a vacuum canister with 2 vacuum inlets, and one outlet controlled by PCS? I don't want to mod the charger like in the pic because it would immideately fail smog here in cali

Eventually, I want to work a way to be able to slowly turn up the boost on a edelbrock kit untill it is near max flow (starting to drop off in effitency); Then start enabling the charger slowly as a second boost controller after the first has reached it's target. I know I have alot of ideas... but it's one step at a time; I have many ideas about the deal, but I will see if I can get a diagram of the latest idea with a vac. cannister to show you guys what I want to try... visually.

JaredKaragen · Post by **JaredKaragen** » Thu Jul 10, 2008 8:08 pm

Well, I was testing some antilag changes; little more/less retard and fuel in stages... trying to get a quieter reaction... Well; all the sudden after hitting 1BAR; My boost gauge pegs and BOOM! Shutdown immideately... I mean immideately... And here's the results... more pics to follow; but my smog motor is already in the car, and I just need to pick up oil and put it in the ride, tighten the axle nuts, and away I go. Enojy the eye candy!

HiProfile · Post by **HiProfile** » Tue Jul 15, 2008 1:46 pm

Since the RMC setup was made for power>smog, he didn't care about how it looked, just how it worked. He has a double-port WG actuator on it so it will open during vacuum (bottom port to manifold/post-SC), and open during turbo-created boost (top port pre-throttle body). He used AEM and a boost solenoid to work it, but in its most simple form, you use a MBC to tell what PSI to start bypassing. A one-way valve or three on the vac line would be needed for MBC use. Assuming the actuator has a usable pressure (low as you can get, otherwise it will close the bypass at mid-high vacuum), it will open under almost all vac conditions. Once it sees higher manifold pressure than the spring, it will close. SC makes boost, 0psi in the charge pipes until turbo spools. Once it makes boost, you want to open the bypass. [Don't worry too much about it increasing the JRSC's boost, its efficiency is based on Pressure Ratio, not absolute pressure.] Figure out what charge pipe PSI to open it, tune MBC to match, and you're good. I think the way RMC did it with the EBC is to vent the top port during vacuum, and vent the bottom port during boost. That would allow you to tune how fast it opened, when it opened, and keep leaky one-way valves from pressurizing the bottom port & closing it during high boost. BTW the small bypass will work, but IAT's will probably be higher. Once it becomes a restriction, it is forced into the SC intake, which compresses it. You end up making the SC work slightly, while the turbo works a bit less. It really helps if you think of things in absolute pressure and Pressure Ratios. A JRSC is just as efficient when making 6psi or 16psi, if its still at a P.R. of 1.4 (14.5psi inlet and 21.5psi inlet absolute, respectively). cliffs: wish I could condense this, but I can't