Thanks man. Like the FA20DIT, the torque should really only become a problem if you tune for too much boost at low RPM and are consistently going WOT in high load situations (eg 5th/6th gear, uphill, etc.) at ~2K RPM or below.Love the attention to detail with your build. I plan to also send mine out to SoCal for the same treatment yours had. Anything to try and hit that 400whp mark....even though I plan to have power capped around 375/375. I worry the amount of torque that low in the RPM range wont play nice with the bottom end bearings.
Also, I saw SoCal offers porting services for the throttle body and the TMIC aluminum Y piece that mounts to the backside. Figured I would send those along to be ported and also have the Y piece coated to help keep the intake temps down.
Have you looked into Speed Density at all? I am on the fence about it. I know the Spec C's had an extra IAT sensor in the intake manifold that I am told helped make their AVCS tuning more aggressive. Any insight on this?
Ceramic coating the y pipe is a great idea to keep the temps down. I was going to pick up a set of ported TGV deletes from SoCal porting, but they're can't sell them anymore due to the EPA cracking down on emission tampering modifications. Some tuners won't even tune TGV deletes now.
Having an IAT sensor monitor post TMIC temps is a great tuning aid. The FA20DIT has both the pre-turbo IAT & manifold (post-TMIC) IAT sensors. The manifold IAT sensor is valuable because it's the air charge temp that the engine is actually ingesting for combustion. For example, say your turbo and TMIC are heat soaked, the intake manifold IAT will clearly reflect this while the pre-turbo IAT will be elevated due to increased under hood temps, but may not show the full extent of the problem. The ECU may undercompensate and not add enough fuel, remove enough timing, etc. which could lead to a knock condition. The intake manifold IAT allows for more accurate tuning since you know the actual air charge temp rather than interpolating it based on the intake IAT and other inputs.
The fundamental function of the ECU (EFI system) is to measure airflow (translating it to engine load) in order to inject the proper amount of fuel for the mass of air entering the engine.
The MAF is a wonderful system because it measures the actual mass of air coming into the engine to determine the load input (g/sec). By directly measuring the mass airflow and knowing the injector flow rate & target AFR, the ECU can simply calculate the necessary injector pulsewidth.
Speed density is more common for high power builds where they exceed the amount of airflow that the MAF sensor can accurately measure. Speed density indirectly calculates the mass airflow using the ideal gas law based on numerous inputs and a VE table. It primarily relies on the MAP & manifold IAT sensors, but calculates the mass airflow based on the engine displacement, number of cylinders, RPM, air density, air pressure, air temperature, etc.
COBB's software allows for " Hybrid Mode" which uses both MAF and Speed Density with dynamic logic that switches between the two under the proper conditions.