Quote:
Originally Posted by db9146
I have seen a number of folks using a vacuum manifold to sample the MAP from each ITB and then provide a single source to the ECU. I have ITBs/MS3 on my -6 and the vacuum inputs from each ITB are "daisy-chained" using "T"s from the last one on the bank to the next and the next and then over the fan to the other side where the input from the 2nd bank is added and then connected to the MS3 ECU.
Is the use of a manifold with individual vacuum lines a superior solution? Does it make a difference?
|
I have my car set up like yours is.
The use of single vac lines that all meet at a vac manifold/reservoir will help to stabilize the MAP signal to the ECU. That's the only purpose for it
AFAIK. In your TunerStudio dashboard, watch your MAP signal at idle. Assuming you're using speed density, or a combination of speed density and Alpha-N...If it's jumping around more than 10kpa, it's making fueling adjustments trying to keep up with the changing MAP pressure. This can cause the idle to hunt and generally run less smoothly. If you have stock cams, or mild cams, the MAP fluctuations may be low enough to be manageable. I have DC19 cams in my car and I added a lawn-mower inline fuel filter to dampen the MAP pulses a little bit while I tune the car. I'm hoping to remove it, but I have no assurances at this time. If your cams have a lot of overlap, you'll get reversion and that will make your MAP signal pretty instable at idle. IDK a way around a vac manifold/reservoir if that is your situation. But I'm still new to ITBs on these engines. So there is plenty I don't know.