Apexi Performance
Verbena Reynoso
The engine intake is critical for product high power output from a Japanese performance engine. A large range of intake filters and complete intake systems are available for a large range of JDM vehicles.
Engine cooling is critical for the life of high performance engines operating in high heat and stressful conditions. Cooling upgrades are available, including radiators, intercoolers, cooling pipes and oil coolers.
Interior part upgrades help to improve the driving experience when driving a high performance vehicle. A large number of high quality seats are available to ensure you do not move under harsh cornering.
APEX Co. Ltd. was founded in 1992 on the principle that top-quality performance parts should be available to everyone at a reasonable price. APEXi quickly earned a worldwide reputation of being one of the leading manufacturers of automotive performance products.
The problem with that is that the garage will be promoting there product, i have been to micks motorsport, and he is saying Haltech all the way, my uncle done his rexy there, but i have been hearing that apexi is better.
I keep wondering about the Haltech, as it seems to have more features, software/firmware is kept up-to-date and can drive more external things like NOS, wide-band O2 sensor support, etc. Plus manuals are in English.
As in this day and age with fuel for every getting more exspensive being apply to have a car of over 500rwhp and still do over 500kms per tank of fuel is hugh bonus. I pfc is my only choice for a atreet driven car.
when the throttle is steady on cruise it looks at the 02 sensor valve and trims fuel to reach the ideal afr of 14.7. so if at cruise the afr is 13.2 cos the tune is rich when you are crusing the ecu will look at the 02 sensor. the 02 sensor will report "rich" so the ecu will begin slowly leaning itself out until the 02 sensor reports "lean" and then it will keep bouncing between the two,
14.7 is ideal afr for cruising. on stock ish powerfc maps and closed loop feedback off your economy will suck the wang. but its not the be all and end all of economy. i have 02 feedback off on my FC and im getting good economy, but i spent considerable time tuning cruise afr's with a wideband sensor on the street. its known as closed loop as it enters loop operation with closed feedback from the 02 sensor
2/ close loop which is engauged when a fixed throddle position is maintained for small period of time (ie cruising or idle etc) this is basically a self tuning system using the o2 sensor to tune its self while the fixed throddle position is maintain. It is the best way to get good fuel comsumption out of a high performance turbo engine as it means you can keep the map safe and rich but the car will lean back to normal when cruising.
At $2750, my SMC was cheaper. But I have been told the Haltech is a very decent ecu. A lot of people think if it isnt Motec or Autronic then its a class behind, which arguably they might have been a few years back but the others are improving and upgrading at a fast rate so they have to get there if not above sooner or later.
the map can get reasonable results but can not get the same results a close loop as it tunes REAL time and will tune to the fuel its currnetly running the lot, and the map is only as good as its last tune (which can be quiet different to current condition) ie did you know that fuel companies run different blends summer to winter for example. And might i ask why does the close loop keep the cat alive , because it stops it running rich all the time when it doesn't need to be (rich means bad fuel comsumption). And last of all offen the needs of a map in one place between cruise and active driving are different and only this function gives you that option.
I have heard that if you put the apexi pfc on the rb25det its very hard to get it to tune over 450hp. Is this an actual problem or have I heard the wrong information. I am in the US and will be in need of complete engine management. This sounded like a good choice unless it will only tune to 450hp. Thanks
I think you have heard the information form some oenwho doesnt know the power fc because there are a number of car on this board tha make in excess of 500 hp that use the power fc in fact the power fc is the ecu of choice cause all you have to do is plug it in no messy installs. btw that is assuming you have a suitable turbo injectors, fuel and afm.
Having a correct sized afm enables better tuning at higher load/rpm. when you dyno the car, usually they will use an O2 senor, so it is still possible to tune after the AFM has run out of resolution, but not as accurately.
raist60, definately can tune past that point, my stock afm ran out of resolution at 4500rpm, and the AF ratios above there stayed pretty much the same. Probably just tune by rpm at max load? (just guessing)
Hi guys, there is a lot of AFM paranoia floating around. People forget that the AFM is not the only method by which an ECU determines how much fuel to add. It also relies on throttle position and engine RPM for example. The standard ECU is programmed to add fuel and retard the ignition when it sees 5V, you don't have to program a Power FC that way.
When you build a fuel map in a Power FC you can table the air flow up to 5V via the AFM and then rely on RPM to table the fuel required once past 5V. RB engines are very linear (with RPM) in their fuel requirements at that level, so this is not a difficult or dangerous proposition.
It's the 22 rwhp increase over the day that is more interesting. Experience would say 5 to 10 rwhp for the exhaust cam gear and 15 to 20 rwhp for the PFC. Then you would have to add the additional hp from the boost increase, if you had any. So 22 rwhp looks a little on the light side.
Thanks for that info. Not really clued up on the pfc as yet, still gotta have a play. Do you have any advice of what the air/fuel ratios, ignition timing and boost should be set at for best results without damaging anything?
The kit comes complete with the FD3s Intake Air Temp (IAT) & 3-Bar Map Sensors and Harness Adapters. We use the Original Equipment Manufacture (OEM) connectors, plugs and contacts, which allow the harnesses to easily plug into position.
The Power FC is a complete, stand alone, total engine management system capable of handling virtually anything thrown in its path. From multiple point fuel and ignition control to boost settings, the Power FC is capable of accommodating even the most demanding performance enthusiasts.
our vvt-i cams are continually varying according to rpm and load.... am running apex'i power fc which has the capability of adjusting the dual vvt-i... just checked that our cam phasing can adjusted up to 50 degrees for the intake cams and 30 degrees for the exhaust cams... and because of this, we have the capability of running the engine with a dynamic cam duration of more than 300 degrees, less the cam lift like the hondas...
Will be interested to hear if anyone can elaborate on the vvt-i tweaking and what sort of benefits you might be able to achieve... Is 400 GBP a worthwhile investment to get more power if few other engine mods have been done?
The Power FC replaces the factory ECU and controls all engine parameters. Installation is as easy as replacing the factory ECU. (Some minor rewiring is required on select vehicles.) The factory engine harness does not need to be replaced and all critical accessories such as air conditioning continue to function. By using the optional FC COMMANDER, the user can adjust and modify a wide range of settings. By changing various parameters and data, the Power FC will adapt to any of your performance needs. Since there is no need to upgrade ROM chips or trade in ECU's, the factory ECU can be kept by the original user.
In addition, there are 4 display patterns allowing 1-8 parameters to be shown on screen at once. The data displays in numerical real time values with the option of a real time 10 second graph display. Peak Hold values and Display Hold functions only require the touch of a button. The Map Trace Mode allows Ghost Map Tracing of the Fuel Correction and Ignition Timing maps. This allows the user to visually see what point of the map is being used in real time. The Ghost Map Trace function leaves markers on the used portions of the map for easy reference.
Setting Mode allows full access to the 20x20 ignition timing and fuel correction maps. The user can adjust any portion of this map in 5x5 sections. Air flow correction values can be entered for vehicles upgrading air flow meters. Injector pulse correction menu is used when upgrading injectors on the engine. The Acceleration Enrichment Correction function improves response under hard and sudden acceleration. The Cranking Fuel Injection menu corrects the amount of fuel when the engine is being cranked, or when the water temperature is cold. A separate Water Temp menu allows fuel correction according to water temperature. The RPM menu allows rev limiter settings and idle RPM levels. Access menus also vary according to specialty engines. Rotary engine Power FC's accommodate leading and trailing ignition maps. Honda engines Power FC's allow for VTEC control.
Complete boost control is possible by using the optional Boost Control Kit (Not necessary for vehicles that come factory turbocharged.). Changing data is easy: just access the desired point on the map or data, and push the FC COMMANDER keys in the appropriate direction. The ETC Menu contains utility parameters such as : version information, LCD screen Brightness, and Initialization of all Data. In addition, the ETC Mode allows the user to monitor all factory sensors through one screen. This screen can tell the user if any sensor is in use or malfunctioning.
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