Is there anyway to overtake the stock rev limit to like 7500 or 7750? I have a msd dis-2 but it says that it doest overright the stock settings. and what about the afx ecu? Just wanted to know if there was anyway to do this?

afx is working on their ecu for us as we speak, but other than that, a stand alone is the only way.
-Josh




weapon-r intake
greddy headers
apex-i n1 catback
afx udp
energy suspension
motor mounts
cf altezza tail lights
bored t/b
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hotter plugs

and you wouldn't want to go over your rev limit anyway, not unless you have a completely built bottom AND top end. the rev limit is there for protection.. not to make you go slower.

my buddy revs his stock 2.4 bottom end in his neon to 8500 rpms, and the 2.0 rods are obviously safer at those speeds. bottom end will take it just fine

using a stand alone fuel management system will eliminate the fuel cut at 7300 rpm. you will still have ignition cut at 7800 rpm 'though.

A.D.P.
"...If you do too much, people become dependant. If you do to little, people loose hope. If you do it right, people won't be sure you've done anything at all."
bring it on............

I thought stand-alone computers controlled everything from fuel to spark?

Depends on the Stand Alone setup. The DFI computer that comes with Stage 4 and 5 turbo kits is Stand Alone Fuel management only. The ignition is still handled by the stock ECU and MSD/Crane ignition system. Howell says they are working on the ECU and a DFI generation 7 which would be complete stand alone but I don't see it coming out for a while.



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www.Fast420A.com

Exactly, I would use The Electromotive and you control timing and fuel. The stock ECU pretty much becomes useless... For the money I don't see the point in buying the DFI. I'd rather have more control with the TEC-3. Granted the DFI is easier and comes preset for the turbo guys so...

And bottom end isn't the problem really, you will have a lifter or rocker... some uppper end part go first. So a top end rebuild should be done before you concider a much higher redline.

Una salus victus.
It's not about being invincible, it's about being ready; for anything.



Michael J. Kulaga
e-mail: Michael_97RS@2gntDSM.zzn.com aol IM: MJKulga
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Injen CAI, 55mm TB, Hooker 4-1 Stepped Header, GS-T Muffler, AFX UDP, S-AFC, 8.5mm Magnecor Wires, Crane Fireball HI-6DI2, SS Clutch Line, NRG Susp. Motor Mount Ins., FU/RU/RL STBs, TSW Blade 17x7.5, Bridgestone Potenza RE730 215/45ZR-17. Front KVR Cross-Drilled Rotors & Carbon Fiber Pads

To Be Installed: P&P Intake Manifold 1/2, P&P Milled Head, Rear Disc Brakes, Rear KVR Cross Drilled Rotors & Carbon Fiber Kevlar Pads, SS Brake Lines

Check out Technomotive http://www.tmo.com/

They can make all sorts of mods to our stock computers. Its a service kind of thing - you send em your chip and they reprogram it. Follow the "No-Limits" modifications, but basically you can raise the rev limit to whatever you want. They claim that 7800 is safe for our stock valvetrain. I'd stick with that unless you upgraded your springs whith your cam/millwork. I'm not sure how much the stock bottom can handle. You may want to figure that out before going to high.

I'm pretty sure our engine can handle that much speed haha if it can handle turbo it can bwahaha. Anyway I though our powerband starts to drop around 7000 though? SO to get any real benefit from reving that high you'd need some top end upgrades. Hehe I guess a nice fat exhuast will do the job.

www.tmo.com's ECU mods are for the 4g63's not the 420A.


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current status - No 3rd Gear synchro


http://hometown.aol.com/ohshootuhh/
www.Fast420A.com

The only thing specific to turbos that I found were the gauge mods....you can't use them because they work on the stock boost gauge and we don't have one of those. On the order form they don't really specify weather it has to be a turbo or not.

Did you ask them?

I'm not sure if I really want to do it right now, but at some point I'd like to. I just put my cams in, and they still want to go at 7300....on a stock exhaust less the cat ;)

DID YOU ASK THEM?

Does this look like a Chrysler ECU?



That is a MITSUBISHI ECU for the STOCK turbo cars.



Technomotive's glossary of common engine computer terms

EPROM - Let's start with the last three letters. ROM means Read-Only Memory. This is a permanent storage place for computer programs. Computers can read their operating program from this device. It cannot be written over (as opposed to RAM, which we are sure you have heard of). It is made with the computer program already etched in right at the factory. PROM means Programmable ROM. A PROM is a device like a ROM, except that it leaves the factory blank and can be filled with a program once, and only once. An EPROM is an Erasable PROM. It can be erased after being written, but only with an intense ultra-violet light source. That is typically why you see thick labels on them - so they won't accidentally get erased due to prolonged exposure to sunlight or flourescent lights. Why don't auto manufacturers use ROMs or PROMs instead of EPROMS? We suspect that at the beginning of a model year, many things in the ECU computer program are still in flux. After all, the smog testing for the entire model line may not have been completed yet, and the smog rules themselves might have changed since they designed the car. In order to accomodate any last minute quick fixes, the manufacturers use EPROMs so they won't get stuck with a bunch of ECUs that have the wrong program in them.

MAF (Mass Airflow Sensor) or MAS (Mass Air Sensor) - Most commonly found on Mitsubishi vehicles, this sensor is used by the ECU to determine the amount of air entering the engine. Notice that "amount of air" is different from "volume of air" depending on the air temperature and pressure. The MAF actually uses three different sensors to determine the amount of air. The most important sensor is the airflow sensor. For this task, Mitsubishi employs a Karmaan Vortex sensor. Long story short, this sensor works by disturbing a laminar flow of air, causing vortices which spin in alternate directions. An ultrasonic transducer detects these vortices, and sends a pulse to the ECU every time one passes by. The MAF also has a barometric pressure sensor and temperature sensor. If you remember PV=nRT from freshman chemistry, you'll see that we have P, V, and T - since R is a constant, we now have n, which is the amount of air. Although a bit more restrictive than other methods due to the need for a laminar flow, the Mitsubishi MAF has the advantage of not depending on the volumetric efficiency of the engine. Thus, when you upgrade various engine, intake, or exhaust components, you do not neccessarily have to reconfigure the ECU's fuel and spark program.



________________________________________________________________________________________
current status - No 3rd Gear synchro


http://hometown.aol.com/ohshootuhh/
www.Fast420A.com

I thought it was too good to be true :(