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I was able to finally test fit the Autotech HPFP kit made for the ATSV to the factory LFX fuel pump. I was not a fan of the "shims" I had to make between the follower and the ATSV pump to keep it in contact with the cam so this will not only add what I hope to be 60% more fuel between the higher lift cam and the HPFP kit but it will use the LFX pump housing and follower. Fit like a charm!
99% certain I can make it work with an e39 but the standalone will do it without the need for the controller. Developing an option for both.
how goes this part of the project? I've been debating ditching the rotary in my rx8 in favor of the lfx. If I can get it to work with a DCT, I'll make the call to Kiesler and get the ball rolling.
Yea, we can use the CAN signal from the e39 to the GCU for sure. Still need to sort the exact data segments, but it will work with the level of flexibility in the GCU. My only real concern at this point is the tuning of the GCU. I have seen some very sharp guys give up on getting their DCT to work due to tuning complexity with the GCU.
Once I get the old house sold, under contract and closing date of next month, I plan to fully complete some of these lingering efforts. Still working on the input adapter for the DCT with Andrew and we were able to uncover some critical information to finally getting a working solution. Already have my driveshaft on order and I plan to validate the GCU with the e39 first. Once I have that working I plan to finally complete the standalone ECU with both PFI and GDI options.
I have a lead on a roller dyno that I can hopefully find a way to pull off to properly test and show just how much improvement is in some of the things I have been working on.
Sorry for the lack of progress, but good stuff is right on the horizon and I like to have facts to back up my progress rather than just spewing opinions and misinformation.
Measurements done and carbon driveshaft on order. It was only 300 more than a steel one, but I get double the bragging rights!
Next week I will start finishing up the standalone harness so I can figure out how to map the GDI system calibration. Once I get that working it will get converted to PFI and I will work up a calibration for that one. Last up will be a sequential calibration to get the best of both worlds.
Measurements done and carbon driveshaft on order. It was only 300 more than a steel one, but I get double the bragging rights!
Next week I will start finishing up the standalone harness so I can figure out how to map the GDI system calibration. Once I get that working it will get converted to PFI and I will work up a calibration for that one. Last up will be a sequential calibration to get the best of both worlds.
Installed the pistons I machined down to reduce compression to 9.6:1. Coated them with oven cure pistonkote from cerakote to keep as much heat as possible out of the piston faces since I reduced their overall thickness.
GDI ports have been sealed up on the heads now. Tapped the ports to 3/8-16. Put the heads on the grill @ 300 deg for about 30 mins and installed the grub head set screws with plenty of locktite 272. Torqued the heads to the block to cool slowly.
Will do final assembly and inspection this weekend....
Blast the pistons with 100 grit sand and then 2 light coats and cure in an oven. Super easy to do and hard to mess up.. also did the skirts in SlickKote.
great progress. Really looking forward to your DCT swap info. keep it up!
Yea.. me too! I ran into a bit of an issue in the fact that the Gm Dual-Mass Flywheel does not fit inside the DCT bellhousing. This means that we would either need to push the trans back farther or come up with a different solution. I think at this point it just makes sense to make a bigger input spline adapter with some mass to it to smooth out the impulses and sandwiches to the 3.6 flex plate and call it done.
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