3S-GE ACIS/Beams discussion, Discussion about ACIS, TVIS, VVT-i, etc. applicable to 3S-GE motors |
3S-GE ACIS/Beams discussion, Discussion about ACIS, TVIS, VVT-i, etc. applicable to 3S-GE motors |
Sep 13, 2008 - 11:05 PM |
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Enthusiast Joined Feb 11, '08 From Auckland, New Zealand Currently Offline Reputation: 0 (0%) |
thats alright QUOTE how would i go about modding my ACIS? rather than tell you how to mod it heres a way how not to mod it http://toymods.net/forums/showthread.php?t...;highlight=ACIS (also I recommend a new thread for 3SGE ACIS/Beams discussion) I've been playing around with ACIS recently and I've discovered a few things about it, The basics ... when the vacuum diaphragm pulls the throttles, the larger diameter in the corner of the inlet pipes open up (under the lid) for high rpm and when there is no vacuum to pull the throttles are free to return to the constricted low rpm position. A few problems noted with ACIS: 1. When switching between high and low rpm modes, the vacuum diaphragm sometimes get stuck in the high rpm mode 2. The engage point is too late First experiment was to see how the car behaved with the throttle pull lever tied up with cable ties as to lock the throttles in the high rpm position, What I observed with the butt dyno was that under full throttle the rpm range where the car would "suddenly get up and go" was lower down, noticed in terms of road speed 65kph before, 55kph after (2nd gear) so in other words 5000-7000 was the get up and go range, without ACIS constriction in the intake the get up and go range was observed from 4000 to 7000. No loss in acceleration was noticed from idle to 3000 under part throttle, but loss was noticed under full throttle, between 3000 and 4000 I couldn't tell either way in neither part throttle nor full throttle whether ACIS was better in low rpm or high rpm mode.... This suggests to me that 4000 is a better changeover point than 4800 for performance. 4800 is an rpm not reached by normal driving due to speed limits & gear selection thus ACIS seems to exist for the purpose of keeping intake noise down at legal road speeds rather than for improving low rpm torque as midrange torque takes a hit with this setup. My proposed solution on how TO mod the ACIS, is to gutt the vacuum actuator system and replace it with a motorised cable pulling actuator triggered by a frequency switch relay at 4000 rpm the signal could be obtained by the ignitor right behind there. -------------------- Mike W
1996 Toyota Celica ST205 GT-FOUR GT2860RS turbine, TiAL mvr44, JE 86.5φ piston, Clutchmasters FX400, APEX P-FC 269awhp / 273ft-lbs |
Sep 14, 2008 - 6:38 AM |
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Enthusiast Joined Feb 11, '08 From Auckland, New Zealand Currently Offline Reputation: 0 (0%) |
that is good information and makes things alot simpler to mod the ACIS, so instead of mechanically operating the ACIS throttles, I need to locate the vacuum solenoid valve and send my own power signals to it.
as for the claim that it attempts to maintain a constant power band, this is all fine and dandy if it were true, as noticed it gets stuck in the high rpm position alot even when coming to a complete stop and then starting again, flooring the pedal from a low speed in 2nd gear and listening to the full rpm range. Sometimes the vacuum will be pulling the acis throttles when the motor starts, looking in the engine bay, turn off the motor and turn it on again and it will be back in the low rpm position... these characteristics are surely not as intended, possibly due to having a different air filter setup, either way I'd say 4000 makes a better point to engage the short path. the 2nd big power surge is still equally noticed as before at around 80kph in 2nd gear whether the short path is forced or not. -------------------- Mike W
1996 Toyota Celica ST205 GT-FOUR GT2860RS turbine, TiAL mvr44, JE 86.5φ piston, Clutchmasters FX400, APEX P-FC 269awhp / 273ft-lbs |
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