Well aware of his status a respected tuner and builder. Don't question his ability or knowledge. I even have some friends with old Ito porting templates. But it's pretty well documented the stock compressor side is well an out of breath at boost levels that high. Not to mention stretching limits on heat dissipation capabilities of the stock TMIC core at around 300WHP. Nor a fair comparison to my example of a used JDM S5 TII with stock ports. Or even Thatman's build as you state that engine is 6-port Irons, who knows maybe even N/A high compression rotors, that Ito dyno sheet looks nice and torquey.
Rated R also uses a Dynojet 224x if I'm not mistaken. So it may or may not have an eddy brake. If theirs does you can use the eddy brake to solid state tune under load, but you can't use the eddy brake to load WOT pulls. Waste of money IMO. I'd take a Dyno Dynamics or Dynapack figure over Dynojet any day. Even then dyno numbers are subjective to operator input, and conditions. The point of dyno tuning is the fine tuning for driveability. Power numbers are just numbers for dyno queens to toss around...
Our Haltech S5 TII 240WHP number was tuned by Nelson S. So you can "LULZ" all you'd like at one of the west coasts premier tuners. Considering an unknown condition stock port JDM engine and stock turbo, 240WHP is a solid number. You can also find numerous dyno pulls from people with light modded TII's or swaps in the 180-220WHP range all over RX7Club since you'd like to reference that.
GSL-SE 680cc injectors are low impedance, Thatman's car looks to be a late 87 or an 88 which does not have an injector resistor box looking at his underhood pics. That and the fact he's already got Injector Dynamics secondary injectors which are ALL high impedance. By the time you track down a pair, get them sonic cleaned and flow tested, may as well buy big secondaries and more the existing 750cc ID's to the primaries. Also leaves the fact he still has nothing to control 1000cc+ injectors with.
Can you elaborate as to how advancing ignition timing will benefit in a situation where you're running lean going into secondary staging under boost? This sounds like a recipe for disaster...
IMO the S-AFC is a waste of time and money in your situation. Although I've used them in the past with great success, I'd say where you're at now you need timing control which the S-AFC line obviously does not offer. So sure you can trick your stock ECU into thinking the AFM and MAP is reading more air/pressure to up the injector duty cycle, but it does not negate the fact you need to retard timing as the boost levels go up. Plus who really knows what the timing advance is at WOT and 7,000 RPM with the Rtek 1.8 you have now. It also will not show when you've reached the injectors maximum rated cycle. Sure you can run 95% injector duty cycle, but not all day. Just food for thought as I see Turblown has their shop car Haltech E6K on the 7Club in the For Sale Section that'd work for you with some wiring changes. Or the Rtek 2.0 as by the time you get a new S-AFC NEO controller, you're at the price of a Rtek 2.0 with a Palm if you shop around.
Maybe I say you need a more stand alone style approach as I just dropped my load on a Haltech Platinum Sport 1000 setup earlier today. Stand alone ECU's for everyone, just not on my tab please!
Semi related though I did have the pulsation dampener gone. No real way to check the exhaust temp that I know of.
. Wirelessly on a Android tablet would be sweet too.
