so, when are you panning on installing the unichip?

great then I run 87 also and dont notice a dfference at all... ill lt you know when i put my exhaust on what i get out of her....

I paid $60 for baseline runs which includes 3 pulls and A/F monitoring (no tuning).

I actually cancelled my Unichip order because I've heard many complaints recently from performance shop owners saying that they are never tuned right. The shop I got dynoed at is going to install and custom tune an AFC (air-fuel controller) for a couple hundred bucks less, and I should get the same results as the Unichip, plus I'll have local shop support.

PLUS, the AFC looks cool!!!

OK,

Today when I pulled into my garage, I decided to goose it a little just to feel manly and hear that V8 echo off the walls. I started off gently and then really punched it so it would rev all the way up to 5000 rpm. Obviously, all this was while I was in park, so the engine wasn't under load, so it was revving quite fast. A very interesting thing happened when I was doing this: (If you haven't yet, take a look at my dyno runs above) Right at ~4250 rpm the engine was temporarily cutting out, it actually felt like I was bouncing off the rev limiter!! it didn't stop at this point it just bounced a couple times and kept going, but it was very noticible (I should also mention that some minor backfires were present on the way down from 5000 rpm). This cut in timing and/or fuel is in exact correlation with my dyno runs! I wonder if this is the same thing that was happening during my dyno pulls. I'm almost done with my 87 octane tank. Next tank will be 93 octane and I am going to do the exact same thing and see if I get the hesitation. I should note that I haven't been able to reproduce this hesitation during driving, even in 1st gear. If one of you guys feel like it, try this same thing and report if you see any hestitations like this at all...I'll report back after I try premium fuel.

hmm...i dont think mine does this.

I tried it on the premium and I didn get that. maybe Ill try it again (I just like hearing it )....

Lee

So,the chip idea goes down in flames;pretty much inconsistent with what I've seen on "chipped" cars on the dyno. Glad you'll be saving $$$.

I had an Apex S-AFC in my Eclipse and I had a Palm Pilot program that allowed me to monitor all the engine parameters and log my drag runs and see my timing curve and knock counts through the RPM band and adjust my AFC accordingly. Great device.

A little update for everyone:

First of all I have installed the Volant intake and reset the computer to adjust faster to the increased airflow of the intake. Pictures and comments of this intake can be seen on the Volant intake thread:

http://www.toyota-4runner.org/showth...286#post169286

After driving on it for about 100 miles now, I can feel the changes starting to take effect. The car seems to pull harder from 3000 rpm to redline. Some things I've been wondering about though are the loud resonant noise from the intake and the change in sound at ~4200 rpm. I can't help but think all that roar coming from under the hood is costing me HP at the wheels. This loud roar only comes on under 100% WOT and if I let off just a touch, the sound disappears. It seems like the car pulls just as hard if not harder at 90% throttle without the loud resonant roar. Anyone else think this could be some kind of resonant phenomenon that could acutally be restricting airflow? I don't know but it seems like alot of energy is wasted making this loud but beautiful sound. At 4200 rpm something definitely happens in the engine, I'm not sure if its the vvt-i switching over or if its the acoustic control induction system (ACIS) activating. What happens is at 4200 rpm the sound gets louder. Not gradually but more in a step change (I'll try and post a video later). From what I can tell this is just a set of vanes in each intake tract opening and directing the air in a different, more direct path to the cylinder. I believe its purpose is to quell high rpm intake noise, but with the Volant, if this is what is happening at 4200 rpm, it just gets louder at this point. Also, I can't help but think this is the same thing that happened on my basline dyno runs, this has to be related.

I'm not sure what, if any effect this has on performance, we'll let the dyno do the talking. Speaking of dyno, I plan on getting back in there this weekend (hopefully). I'll do a couple of post-intake pulls to see how the curve changed from the Volant intake and what the hell happens at 4200 rpm. After that I will have the AFC installed and tuned and will report back on those results.

The idea of changing the intake path at different rpms is to change the harmonic frequency of the path and improve filling of the cylinders with a fresh charge. Air flow in the intake path is constantly accelerating and decelerating as each cylinder sucks in its charge. You can take advantage of the intertia of the air column to "pack" air into the cylinder with tuned intakes, but for a given intake length it happens best at a particular rpm. By adjusting intake length dynamically, you can optimize the charge (and torque) at more than one rpm. The changes in intake sound reflect the changes in intake harmonics. I don't know myself exactly what the VVT-i engine does, and how the Volant intake affects these harmonics I have absolutely no idea!

As for Dynojet HP numbers, those are typically standardised to "STP" or standard temperature and pressure. At Denver altitude, with about 15% less air (and oxygen) per unit volume, the engine will develop about 15% less peak HP. The Dynojet software takes this into account and takes the raw numbers and adjusts them to what you would see at sea level at standard temperature. That is why OUTRNNR's results in Denver are so close to the guy in Georgia.

At Denver altitude, you would need lower octane to prevent pre-detonation or knocking, not higher octane. Peak combustion temperatures at Denver will be lower than at lower altitudes because of the reduced oxygen content of a volume of air, and the reduced fuel the FI system squirts as a result, so knocking at a given octane is less likely.

Correct. The guy at the shop showed me un-corrected numbers and I was making something like 173 AWHP

Not sure if the Volant CAI had an adverse affect on intake harmonics. Only the dyno will tell...

To be continued...

OK,

I just got off the phone with Brian at URD and he is sending me a pre mapped PSC1-001 Split Second programmable signal calibrator with MAP, $270 shipped. He said if I want to get the mix any leaner I will have to do it myself with a Wideband O2 sensor. Right now I am running about 12:1 A/F ratio, and he estimates the pre-mapped signal calibrator he is sending will get me anywhere from 12.5-12.8:1. Hopefully this will be good for at least a couple horsepower, with the potential of fine tuning it myself. It ships tomorrow, and I will have it by the end of the week.

Dyno, here I come...

I will report the results when I get them. First will be the intake dyno, to report the difference that the Volant CAI makes. Then I will put the PSC1-001 on and see if any other power was made, then attempt to fine tune. I'll keep you guys posted.

If possible, try to make a pull the same day before you swap stuff, just to take weather out of it.........

:corn:

Koz