S-AFC
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S-AFC
Would this make any difference with basically an intake and exhaust? If i remember correctly, it allows u to adjust fuel curve, air:fuel ratio, and some other things. Is it worth it for a car with only a few mods. I'm not looking for hp gains from it, its more for better engine management and some adjustability...any suggestions..
oh yeah..i plan on doing a turbo in the future and i want to still be able to use it, so i don't want to buy something now that i can't use later!!
oh yeah..i plan on doing a turbo in the future and i want to still be able to use it, so i don't want to buy something now that i can't use later!!
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well with my first mod being exhaust and a k&n air filter i noticed a gain in power and throttle response,but then i added the cai i felt even better response and smoothness in the engine.i noticed tht when i added the cai the engine at what ever speed i was doing when i realsed the pedal my car went to lean.over the time i noticed tht my fuel economy and vac pressure got better.regardless i have been told when you add the cai tht you lose vac pressure.in turn i have gained 1 1/2 more pounds of pressure with better fuel economy.i hope this helped you out a litte but then again i really didnt understand your question heheheh
nate
nate
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From: Rancho Palos Verdes, CA
Vehicle: 2008 Toyota Prius 2006 Suzuki SV650S
Red managed to pick up an extra 8 Wheel HP with an S-AFC and dyno tuning. His mod list at the time was CAI, BTB, BIM, Headers, Full exhaust and head/port work.
If your list of mods is not as extensive...you propably will not see as big of a gain, but the potential is there.
The Key is to have the S-AFC dyno tuned. You need to have it tuned on the dyno with a wideband 02 sniffer in the tailpiple. Most performance shops charge between $75 and $150 per hour for this tuning.
If your list of mods is not as extensive...you propably will not see as big of a gain, but the potential is there.
The Key is to have the S-AFC dyno tuned. You need to have it tuned on the dyno with a wideband 02 sniffer in the tailpiple. Most performance shops charge between $75 and $150 per hour for this tuning.
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From: Rancho Palos Verdes, CA
Vehicle: 2008 Toyota Prius 2006 Suzuki SV650S
The S-AFC is not designed to work with an aftermarket turbo. It is designed to work with a stock system and add/remove more fuel.
A turbo system requires timing retard/advance as you go from intake manifold vacuum to intake manifold pressure. The S-AFC is unable to make this change. The Apex ITC is unable to make this change based on boost, it only works on throttle position and RPM. You could probably do it with a MSD DIS-2 Programmable, or with a normal DIS-2 with the optional boost retard timing module. However, when you add in the cost of the MSD unit, the MSD boost module, and S-AFC, you are nearly at the cost of a Haltec.
The S-AFC can be used. OnPol managed to squeeze 227 Wheel HP out of 10 PSI with an S-AFC, on a basically stock engine (upgraded pistion rings, if I remember right, and 470 CC injectors). However, he has since dumped the S-AFC in favor of something more programmable and works better.
My stock piston rings do NOT hold the 9psi I am running, so I would suggest you do not exceed 6-7 PSI unless you plan on upgrading the rings.
[ March 12, 2002, 11:34 AM: Message edited by: Random ]
A turbo system requires timing retard/advance as you go from intake manifold vacuum to intake manifold pressure. The S-AFC is unable to make this change. The Apex ITC is unable to make this change based on boost, it only works on throttle position and RPM. You could probably do it with a MSD DIS-2 Programmable, or with a normal DIS-2 with the optional boost retard timing module. However, when you add in the cost of the MSD unit, the MSD boost module, and S-AFC, you are nearly at the cost of a Haltec.
The S-AFC can be used. OnPol managed to squeeze 227 Wheel HP out of 10 PSI with an S-AFC, on a basically stock engine (upgraded pistion rings, if I remember right, and 470 CC injectors). However, he has since dumped the S-AFC in favor of something more programmable and works better.
My stock piston rings do NOT hold the 9psi I am running, so I would suggest you do not exceed 6-7 PSI unless you plan on upgrading the rings.
[ March 12, 2002, 11:34 AM: Message edited by: Random ]
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Random you sure the Optional Boost Retard timing Module works with the DIS-2? I thought that thing plugs into an ignition box and not the MSAD harness. Thanks for the info if it does work. Its a nice thing to have if you got nos. The DIS-2 has a high spped (RPM) retard on it but whats the sense if yur not running Turbo or NOS full time smile.gif . Fordfaster will be glad to see this.
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From: Rancho Palos Verdes, CA
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MSD has several flavors of boost retard. There is also a fully programmable DIS-2 and DIS-4 that allow you to program your own timing, and it has an optional boost controler/interface.
I suggest you ask MSD to send you their catalog, as about 40% of their product is NOT on their website, but is in the print catalog.
I suggest you ask MSD to send you their catalog, as about 40% of their product is NOT on their website, but is in the print catalog.
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Random!!
The MSD igntion DIS-2 which i have is the PN 6211 model.Now it allows you to retard/advantage timing but i cant locate where do it?
All it has is 3 switches with 8 pins select in each switch!!
For retarding/Advancing is there suppose to be a knob to retard or advance?
I was reading the manuel but its not that clear?
Thanks!!!!
The MSD igntion DIS-2 which i have is the PN 6211 model.Now it allows you to retard/advantage timing but i cant locate where do it?
All it has is 3 switches with 8 pins select in each switch!!
For retarding/Advancing is there suppose to be a knob to retard or advance?
I was reading the manuel but its not that clear?
Thanks!!!!
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From: Rancho Palos Verdes, CA
Vehicle: 2008 Toyota Prius 2006 Suzuki SV650S
The standard Digital DIS-2 is adjustable via those switches. You need the full manual and it should explain how to do it.
From MSD's website
BTW...way to hijack a thread! (my fault..I brought it up). This MSD crap should be carried on to a seperate thread. This thread should be reserved for S-AFC questions.
[ March 13, 2002, 07:26 PM: Message edited by: Random ]
From MSD's website
QUOTE
PROGRAMMABLE TIMING CONTROL
Precise timing control is essential to producing maximum engine power. With the addition of nitrous, turbos or supercharger systems, timing becomes even more critical. To get the most out of your engine, the ignition must be able to compensate for these extreme changes in cylinder pressure throughout the engine’s entire rpm range. During low speed operation, the MSD DIS Ignitions use the factory ignition to control basic timing functions. Once maximum timing is achieved, the DIS-2 and DIS-4 can be programmed to retard the timing at a specific rate and rpm point to prevent engine damage due to detonation caused by excessive timing.
Notice they retard timing based on RPM and rate. NOT BOOST. For a Forced Induction motor, you would want to retard timing based on BOOST, not RPM. There's a big difference between 4000 RPM full throttle accelerating and 4000 RPM and steady high speed cruising...Precise timing control is essential to producing maximum engine power. With the addition of nitrous, turbos or supercharger systems, timing becomes even more critical. To get the most out of your engine, the ignition must be able to compensate for these extreme changes in cylinder pressure throughout the engine’s entire rpm range. During low speed operation, the MSD DIS Ignitions use the factory ignition to control basic timing functions. Once maximum timing is achieved, the DIS-2 and DIS-4 can be programmed to retard the timing at a specific rate and rpm point to prevent engine damage due to detonation caused by excessive timing.
BTW...way to hijack a thread! (my fault..I brought it up). This MSD crap should be carried on to a seperate thread. This thread should be reserved for S-AFC questions.
[ March 13, 2002, 07:26 PM: Message edited by: Random ]
