Upsolute Chips
#31
Originally posted by NC Bob
Ruiner,
Upsolute installed February '04 with approx 15K miles added since then (28K total). To date, no CELs, no misfires, no hesitations and running the original MAF. In addition to the Upsolute, I'm running Bailey DVs, B&B exhaust w/ 100 cell cats, and EVO intake. The car just screams and so do I.
Ruiner,
Upsolute installed February '04 with approx 15K miles added since then (28K total). To date, no CELs, no misfires, no hesitations and running the original MAF. In addition to the Upsolute, I'm running Bailey DVs, B&B exhaust w/ 100 cell cats, and EVO intake. The car just screams and so do I.
What are Bailey DVs?
Im new at this
#32
Originally posted by WyattTT
What are Bailey DVs?
Im new at this
What are Bailey DVs?
Im new at this
I have the Bailey DVs and they hold boost very well.
#33
Is it worth considering chip and is it practical when am no way near an Upsolute dealer,as in regard to installation and any possible gliches.Have tried contacting Upsolute,so far no response so not sure how to go about,have 03tt stock,located in the Middle East.Thanks
#36
Originally posted by EZ1
Thanks Stephen,so basically would ship ECU to them and thats it?Any other thoughts as far as any other mods required or is really as simple as that,chip and go?
Thanks Stephen,so basically would ship ECU to them and thats it?Any other thoughts as far as any other mods required or is really as simple as that,chip and go?
#38
Stage I programming is for the stock K16 turbos... exhaust or no exhaust, it will optimize and learn. To take advantage of it, you should get an exhaust. The software for Stage I performs perfectly.
Stage II requires turbo upgrades. It runs well, thought occassionally, you will run into the ABS/PSM light... you simply need to restart the car or reset via obdII port. This phenom is not only isolated to Upsolute... other tuners have experienced this on occassions as well. It's not of concern, just some sort of code in the native software that occassionally gets triggered. I do not know what the cause of the trigger is, but it happens only occassionally. Performance isn't affected, and when I datalog, the AF ratios are spot on.
Stage II requires turbo upgrades. It runs well, thought occassionally, you will run into the ABS/PSM light... you simply need to restart the car or reset via obdII port. This phenom is not only isolated to Upsolute... other tuners have experienced this on occassions as well. It's not of concern, just some sort of code in the native software that occassionally gets triggered. I do not know what the cause of the trigger is, but it happens only occassionally. Performance isn't affected, and when I datalog, the AF ratios are spot on.
#40
Hey Jay... you'd have to check with Rene on that. Boost is boost, and it doesn't care what kind of turbo it comes from. Sure, boost curves, temp, etc. may be a little different, but any good closed loop ecu, which the Bosch is, would be able to fine-tune on its own, whether it's 1.2BAR from my hybrids or your K24's. The key is that whatever parameters/variable the setup may experience, that it is also covered in the allowable range of each parameter. Of course, there are other tuners that have specifically tuned for the K24. Wish I had a quickie answer, but I'd recommend checking with Upsolute.
#41
Stephen,
The one thing you are leaving out when you are talking about this is volume. Therefore 1.2 bar may be 1.2 bar but the delta between volume can vary greatly. My turbos at 1 bar create more air (volume) than yours or K24s. Therefore the map would not be able to adjust that much. Hence the packages. For example, I tested some k24s at 1 bar and K16s. The car made more power at lower boost levels with the k24s(with volume). However both at the same 1 bar setting the k24s on the program that was running the k16s ran way too lean. So, it had to be changed. People need to be aware boost is truly one half of the equation.
The one thing you are leaving out when you are talking about this is volume. Therefore 1.2 bar may be 1.2 bar but the delta between volume can vary greatly. My turbos at 1 bar create more air (volume) than yours or K24s. Therefore the map would not be able to adjust that much. Hence the packages. For example, I tested some k24s at 1 bar and K16s. The car made more power at lower boost levels with the k24s(with volume). However both at the same 1 bar setting the k24s on the program that was running the k16s ran way too lean. So, it had to be changed. People need to be aware boost is truly one half of the equation.
#42
Originally posted by PorschePhd
Stephen,
The one thing you are leaving out when you are talking about this is volume. Therefore 1.2 bar may be 1.2 bar but the delta between volume can vary greatly. My turbos at 1 bar create more air (volume) than yours or K24s. Therefore the map would not be able to adjust that much. Hence the packages. For example, I tested some k24s at 1 bar and K16s. The car made more power at lower boost levels with the k24s(with volume). However both at the same 1 bar setting the k24s on the program that was running the k16s ran way too lean. So, it had to be changed. People need to be aware boost is truly one half of the equation.
Stephen,
The one thing you are leaving out when you are talking about this is volume. Therefore 1.2 bar may be 1.2 bar but the delta between volume can vary greatly. My turbos at 1 bar create more air (volume) than yours or K24s. Therefore the map would not be able to adjust that much. Hence the packages. For example, I tested some k24s at 1 bar and K16s. The car made more power at lower boost levels with the k24s(with volume). However both at the same 1 bar setting the k24s on the program that was running the k16s ran way too lean. So, it had to be changed. People need to be aware boost is truly one half of the equation.
#43
You are correct, Stephen... for a given program, you definitely want to make sure you pick turbos that you are in the heart of the compressor map for safe and maximum gains at the specified boost . Hence, I should have qualified my statement that the Stage II programming should be matched with turbos that are built to run those boosts. After that, some turbos will make more power and/or be more efficient than others, but generally, the programming should will work with turbos that are made for those boost levels. But, if my turbos, the K24's, and your turbos are all in the meat of their compressor maps at a given boost, the closed loop programming should be able to learn on it's own closed loop. The compressor maps of K16s and K24's probalby don't share too much of their sweet spots, hence using the same program for both doesn't make sense. At 1.1BAR, I don't think I'll have any problems keeping up with anyone elses's 1.1BAR setup. I've run with Evo Stage IV's no probs.
Last edited by StephenTi; 09-28-2005 at 10:44 PM.
#44
Originally posted by ebaker
Is the reason for the greater CFM mainly due to the bigger, less restrictive turbo hot side of your turbos, or a less restrictive intake ducting? It would seem that the exhaust back pressure on the K16 hybrids would be very high.
Is the reason for the greater CFM mainly due to the bigger, less restrictive turbo hot side of your turbos, or a less restrictive intake ducting? It would seem that the exhaust back pressure on the K16 hybrids would be very high.
There is more backpressure but Kevin relieved it through the aforementioned porting. The folks that are running the Garretts and the ball-bearing units have an even tighter A/R and smaller Twheel.
As for the compressor side, if you take the difference between the K16 to K24, and double it, that's about the size of my hybrid cold side. I also have the CNC Billet backplate, which provide stability for the sealing rings and thrust bearing and thrust stack.
#45
Originally posted by StephenTi
As for the compressor side, if you take the difference between the K16 to K24, and double it, that's about the size of my hybrid cold side. I also have the CNC Billet backplate, which provide stability for the sealing rings and thrust bearing and thrust stack.
As for the compressor side, if you take the difference between the K16 to K24, and double it, that's about the size of my hybrid cold side. I also have the CNC Billet backplate, which provide stability for the sealing rings and thrust bearing and thrust stack.
TIA