Attention All VENDORS Speed shops!

[s2d4]

Originally Posted by charged86

Because Jon@visconti knows his tuning. I said believe I don't have raw data of my own vehicle yet

http://www.ft86club.com/forums/showthread.php?t=37528

[charged86]

Originally Posted by s2d4

http://www.ft86club.com/forums/showthread.php?t=37528

I that suppose to be a burn. I don't have a turbo. Jv worked directly with vortech for the file I have

[ft_sjo]

There's nothing wrong with the seals. The issue is with the calibration which has since been fixed. No aftermarket tuner is going to know more than the OEM or have the same testing capabilities.

[2forme]

Originally Posted by ft_sjo

There's nothing wrong with the seals. The issue is with the calibration which has since been fixed. No aftermarket tuner is going to know more than the OEM or have the same testing capabilities.

Once the seal is blown, it's blown. No amount of tuning will fix a seal that broke.

In all honesty, this should have never been an issue. Are they saying that Subaru never tested high temp combustion environments when designing this motor?

[ft_sjo]

Originally Posted by 2forme

Once the seal is blown, it's blown. No amount of tuning will fix a seal that broke.

In all honesty, this should have never been an issue. Are they saying that Subaru never tested high temp combustion environments when designing this motor?

Engine dyno testing would have been unlikely to exhibit this behaviour due to it's high-speed transient nature. It's unfortunate that the road testing before release didn't seem to highlight it either. It is what it is.

This is not about 'high temp combustion environments'. It's about transient detonation. A problem you want to solve (via a new calibration), not try and cover up with an aftermarket 'fix'.

[Dezoris]

It would be nice to get some transparency from Vendors as to their knowledge and what they know about the situation, including how they address it in their tuning.

[ft_sjo]

You fix it by increasing the remit of the transient spark control tables from 5200rpm to something higher and populate the aforementioned table with appropriate data.

The actual changes from Subaru have been posted else where on this forum. You don't need no vendors to repeat what's already out there.

[Dezoris]

Originally Posted by ft_sjo

You fix it by increasing the remit of the transient spark control tables from 5200rpm to something higher and populate the aforementioned table with appropriate data.

The actual changes from Subaru have been posted else where on this forum. You don't need no vendors to repeat what's already out there.

And how exactly do the masses get this done?

[s2d4]

Originally Posted by charged86

I that suppose to be a burn. I don't have a turbo. Jv worked directly with vortech for the file I have

No, it just means you are not immune from past results.

If it is because of knock causing injector movement rendering it more exposed to heat from combustion, the tuning didn't cater for it.

[ft_sjo]

Originally Posted by Dezoris

And how exactly do the masses get this done?

Get your dealer to update your ecu for free or pay a tuner to do it.

[CSG Mike]

Originally Posted by ft_sjo

Engine dyno testing would have been unlikely to exhibit this behaviour due to it's high-speed transient nature. It's unfortunate that the road testing before release didn't seem to highlight it either. It is what it is.

This is not about 'high temp combustion environments'. It's about transient detonation. A problem you want to solve (via a new calibration), not try and cover up with an aftermarket 'fix'.

You can't possibly be implying that a bunch of enthusiasts can replicate a problem that Subaru/Toyota can't....

/sarcasm

[killerkid08]

Originally Posted by charged86

The frs/brz/gt86 needs your help!!!. we need and adequate fuel solution to the following: (anyone please help me add or delete these requests)

1. Direct injector O-ring solution.
(higher temp rated Teflon or billet aluminum or ceramic


2. Fuel return system (we need one)
@Visconti @Don@Accelerated


3. Fuel canister rubber ring (whole canister revision?)
(oem Subaru part # 42025CA000. beginning to believe this should
replaced and included in aftermarket pump sales)
*also we need a better diy*

4. root cause of the reason for failure. ECU tuning, fuel type, etc

Since all of us forced induction guy have no warranty left and these issues are a major part of any FI system we need to have something fool proof and reliable. Please help. GOD Speed.


@Visconti @Don@Accelerated

@FT-86 speedfactory FT-86 SpeedFactory

@FullBlown

@Jesse@JDLAuotdesign JDLAutoDesign

@AVOturboworld

@Abel_PTUNING

@FA20Club.com

@Brian@Vortech

@Evasive Motorsports

@Titanmotorsports

@PERRIN_Jeff

@RallySport Direct

@MAPerfomance MAPerformance


found this on direct injection o rings
http://www.pspglobal.com/oscillating.html


found this on mk6 Volkswagen forums
http://www.golfmk6.com/forums/showthread.php?t=37349

just to speak toward number 3:

why do we need this ? proper installation won't damage it. It's not thin rubber, you just have to be careful with it.

[charged86]

Originally Posted by killerkid08

just to speak toward number 3:

why do we need this ? proper installation won't damage it. It's not thin rubber, you just have to be careful with it.

i was wondering about a whole revision of the fuel canister

[killerkid08]

Originally Posted by charged86

i was wondering about a whole revision of the fuel canister

An updated enclosure wouldn't be a bad idea. Would make fuel pump upgrading eaiser, but would also add $$$ to things especially when deciding to use a fuel pump larger than the DW65C. I know many people, including myself, cursed the gods when they had everything ready to go back together only to realize, WTF this thing wont close, and then had to get creative.