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Think about the situation in the engine from another angle, it might make it easier, I recently had an engine which made 428Hp at 1.5 bar of boost, I then optimised the cam profiles by altering the duration and lift on one of the cams. This engine then produced 478Hp at the same boost pressure... Th...

Yes except that the efficiency at different rpms x pressure has changed if the camshafts and turbo are altered : at different points the Ve value which is used to predict airflow Will be incorrect....so the ecu will calculate the wrong amount of fuel.

yes rev2 =~ 440cc rev3 = ~540cc

Please show me the VE table for the Rev 3 ECU oh dear, you cannot read the encrypted rev3 ecu and therfore it does not work how we all know it to work, so how does the ecu calculate how much fuel is required with no airflow meter and only a map sensor and intake air temp sensor? a. speed density ec...

thought you would know that about the speed density system it is pretty well understood/documented. it is using ideal gas law, which states the following relationship between gas (air) pressure, temperature and volume. pV = nRT Where: p = absolute pressure of the gas (air in this case) V = volume of...

NO Bob, re read my post and then understand the way in which a speed density system predicts airflow, clue =VE table

VE= Volumetric efficiency

You are missing some info there bob The rev3 ecu is not measuring actual airflow , it is speed density. Incoming air mass is calculated based on temp, manifold pressure and engine speed(rpm) USING a reference Volumetric Efficiency table. The engine VE is a constantly moving value based on rpm, camsh...

The rev3 ecu as stated will cope just fine with what you want to do.

Aww lovely attention to detail. Now get rid of that crank pulley before you grenade the engine

Lol welcome back ,even the wheels look similar to the ones you let go

Stock ecu will work with any cams and turbo? Is it 1st April today that is hilarious

NA does not have injector resistor pack. follow the trouble shoot in BGB - checking resistance at each injector terminal etc..

have you tested the injector resistor pack?

I have a beams head here also, not flow tested it yet but it has great port angle and port. The beams head is a much more expensive proposition given its rarity and fundamental differences tho.

I have a modified head package that i am bringing out to market :)[/quote] Interesting be nice to know some rough prices :thumleft:[/quote] I am still working out the package and price would be dependent on exact spec. need to test a rev3 head with oversized valves and throat correction for comparis...

Yes ryan i remember as it was from my own testing. I believe jonnys twincharged celica is at around 800hp. Top power builds i can think of run a rev2 head. Like i have stated rev2 manifolds are the main problem on rev2 setup/optimisation. The rev2 intake port tapers down quite a bit bolton so overal...

Rev3 turbo exhaust valves are different to na , to withstand the heat

Rev3 head is more side draught hence needing more wasted stem valves. this showed no advantage when i tested it in a rev2 head if i remember correctly. In fact the valves in the rev2 were better for the rev2.

Actually intake port angle is worse on the rev3 than rev2. Rev2 head can be made to outflow the rev3 considerably.
Standard intake ports theres not much in it, better velocity in rev3.
Rev2 is let down by its manifolds.

Ebay gasket will fail on you. there is a saying in lithuania, pay cheap pay twice