09-27-2015, 06:16 AM | #29 |
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If it pans out like you say that'd be absolutely awesome.
Meanwhile I'd really like some more detailed info from the vendor since I've been told in numerous other FI threads that missing/different cats will throw off flow and back pressure rates, which would in turn cause problems with any canned CARB or base tunes designed to work with the stock exhaust setup. The same thing could apply here depending on what the vendor tunes are designed for, which could mean huge headaches.
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09-27-2015, 07:02 PM | #30 | |
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Quote:
I had an F- con OTS base tune for my V1 unit which seemed OK until I had a tune to fit my unique setup. My final numbers showed 275 peak HP at 7k rpm and the dyno graph looked like an S2000 on steroids, with a lower redline.
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09-27-2015, 09:28 PM | #31 |
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I have a few questions:
1. Will this kit work with takeda intake box? (not sure if i still have my stock air box) 2. Can it be shipped with the 93 octane tune? 3. Are upgraded injectors needed?
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09-30-2015, 05:14 PM | #32 |
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I am very much interested in the V3 kit but I want to know if I will be able to use Tomei UEL headers with tunes HKS provides. Possibly I could use a tune for their UEL headers but I guess the only way to find out is to try it myself.
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09-30-2015, 06:12 PM | #33 |
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I don't see why not. Just use a catless UEL ots tune.
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09-30-2015, 11:02 PM | #34 |
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does anyone the differences between the Japanese version 12001-AT009 versus the US version 12001-KT003A
I was almost got the Japanese version AT009 v2. But now the v3 came out.
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10-01-2015, 10:19 AM | #35 |
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Dyno charts (using supplied Flash Editor calibrations):
Note, ALL of the dyno results above reflect the installation of: #70999-AT001 HKS Air Intake Scoop #32016-AT023 HKS Hi-Power Spec-L exhaust #33002-BT001 HKS Stainless Exhaust Manifold #33004-BT002 HKS Stainless Front Pipe #50003-M50HL HKS Super Fire Racing Spark Plugs The pre-loaded Flash Editor calibrations all require the installation of the following: HKS has not tested Flash Editor calibrations with any combination of competitors products. While interchanging certain parts may “work,” HKS can not recommend using any parts not specified on the above list. The HKS USA 93 octane calibration (and/or any custom calibrations) can only be uploaded to the Flash Editor after it has been married to an ECU. If someone is interested in running that cal., for zero downtime my suggestion would be to install the V3 s/c kit and reflash your ECU with the 91 oct. cal. Send your F.E. to HKS USA and enjoy your V3 equipped car while I upload the 93 oct cal. Once you have the F.E. back, reflash the 93 oct. cal. and make sure your radar detector is in good working order. Fuel system upgrades are not required unless one chooses to run E85. The E85 calibration was generated using the required 700cc port injectors and a DW fuel pump (see chart above), which are not included in the V3 s/c kit. I’m in the process of uploading screenshots from the Flash Editor so you guys can check it out. Hope this helps. Be back in a little bit. |
10-01-2015, 01:45 PM | #36 |
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10-01-2015, 03:40 PM | #37 |
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I'm torn between this or the Edelbrock supercharger....but first I need a bucket of cash...who wants to rob a bank with me?
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10-01-2015, 04:40 PM | #38 |
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10-01-2015, 06:06 PM | #39 | |
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Quote:
So it seems that the Flash Editor calibrations are already designed for a completely catless setup and, hence, no issues with cat related CELs. This is very good news! Swapping the intake box and spark plugs when installing the SC kit wouldn't be a very big deal at all IMO.
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10-03-2015, 06:37 PM | #40 | |
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Quote:
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10-05-2015, 10:02 AM | #41 |
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The HKS Flash Editor is an extremely quick and simple reflash tool to use. It comes pre-loaded with 3 HKS calibrations specifically for the V3 supercharger kit 1) stock, 2) 91 octane, 3) E85. It also has an empty memory slot for custom/Pro-Dealer calibrations which can be added once the Flash Editor has been married to an ECU.
The first time you plug the Flash Editor into your ECU, you’re going to see a warm-up animation and within a couple seconds you’ll see the “home” screen: From the “home” screen, you have the options for: ECU Read, ECU ReFlash, Car Status, and Editor Status. If this is the first time connecting the F.E. to your ECU, you’re going to want to choose “ECU Read” and on the following page, choose “Read Start”: The screen will indicate when the read has been completed and instruct you to cycle the ignition off and back on. At this point, the F.E. is now married to your ECU. From there you can return to the home screen and choose “ECU ReFlash” The “ECU ReFlash screen allows you to choose the calibration you’d like to reflash your ECU with. My pre-production version does not have the final calibration names, however your screen will show: *Normal (stock calibration) 91 octane (V3 sc w/91 oct.) E85 (V3 sc w/E85) Power Writer (custom, can only be written to after F.E. is married to an ECU) You’ll scroll down to the calibration you choose, once selected the screen will indicate the % of reflash completed. Once completed, the screen will instruct you to cycle the ignition off & back on. And at this point your ECU is now reflashed. At any time in the future, you can revisit this screen to read and clear any DTCs by choosing the “Clear DTC” option. Now that the F.E. is married and you’ve re-flashed your ECU with a HKS F.E. calibration, you can choose “Editor Status” from the home screen to view your ECU ID & serial number as well as the current calibration in the ECU. From this point you can choose to disconnect and completely remove the F.E. from the car, or you can leave it plugged in, mount it to the dash and use it for live data monitoring while you’re driving. From the home screen, choose “Car Status” and use the arrows to toggle up & down live data screens: |
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