so how is your transition into boost?
#1
so how is your transition into boost?
Another thing I'm wondering about, how is your transition into boost?
My car isn't boosted yet, so I have no experience with it.
What can I say, I've been out of the miata scene for 5-6 years, so I'm still thinking in Link terms .
Anyway, the Links used to have (small) problems with transistion into boost (just crossing 0psi). Is this something that occurs on MS installs as well or is this a non-issue?
My car isn't boosted yet, so I have no experience with it.
What can I say, I've been out of the miata scene for 5-6 years, so I'm still thinking in Link terms .
Anyway, the Links used to have (small) problems with transistion into boost (just crossing 0psi). Is this something that occurs on MS installs as well or is this a non-issue?
#4
Boost Pope
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In the world of MS, there's no operational difference between <100 kPa and > 100 kPa. They're just two different points on the same scale. Stop thinking in terms of being "in boost" vs. "not in boost," you're in a better world now.
Are you referring to the Link, or the Link Piggyback? (NA or NB?)
Are you referring to the Link, or the Link Piggyback? (NA or NB?)
#5
My boost transition is about like first penetration...every time.
Joe has a very good point...it's really about VE. MS doesn't care about relative vacuum or pressure...it's all about air going into the engine...which is why it's in kPa as well. With a turbocharger...you are realistically seeing a "boost" in pressure below 100kPa...and have a higher volumetric efficiency...which you have to tune for.
I do use a lot of resolution there. Most folks waste a lot of rows on the chart for what is really a simple linear function in boost. Use up more rows on both sides of 100kPa and profit.
https://www.miataturbo.net/forum/t33158/#post386922
Joe has a very good point...it's really about VE. MS doesn't care about relative vacuum or pressure...it's all about air going into the engine...which is why it's in kPa as well. With a turbocharger...you are realistically seeing a "boost" in pressure below 100kPa...and have a higher volumetric efficiency...which you have to tune for.
I do use a lot of resolution there. Most folks waste a lot of rows on the chart for what is really a simple linear function in boost. Use up more rows on both sides of 100kPa and profit.
https://www.miataturbo.net/forum/t33158/#post386922
#6
In the world of MS, there's no operational difference between <100 kPa and > 100 kPa. They're just two different points on the same scale. Stop thinking in terms of being "in boost" vs. "not in boost," you're in a better world now.
Are you referring to the Link, or the Link Piggyback? (NA or NB?)
Are you referring to the Link, or the Link Piggyback? (NA or NB?)
Glad to hear it's not an issue
Painful?
My boost transition is about like first penetration...every time.
Joe has a very good point...it's really about VE. MS doesn't care about relative vacuum or pressure...it's all about air going into the engine...which is why it's in kPa as well. With a turbocharger...you are realistically seeing a "boost" in pressure below 100kPa...and have a higher volumetric efficiency...which you have to tune for.
I do use a lot of resolution there. Most folks waste a lot of rows on the chart for what is really a simple linear function in boost. Use up more rows on both sides of 100kPa and profit.
https://www.miataturbo.net/forum/t33158/#post386922
Joe has a very good point...it's really about VE. MS doesn't care about relative vacuum or pressure...it's all about air going into the engine...which is why it's in kPa as well. With a turbocharger...you are realistically seeing a "boost" in pressure below 100kPa...and have a higher volumetric efficiency...which you have to tune for.
I do use a lot of resolution there. Most folks waste a lot of rows on the chart for what is really a simple linear function in boost. Use up more rows on both sides of 100kPa and profit.
https://www.miataturbo.net/forum/t33158/#post386922
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