33 replies to this topic

[GSRSOL]

Hey guys,

Ive been trying to find a decent diagram on how to hook up the cyclone actuator, but cant find any....

I know it involves the use of the cansiter/reservoir under the manifold itself. I do not have the Carbon canister any longer, nor do I have any vacuum associated things on my firewall....

does anyone have a diagram for me? or knows where to get vacuum for it from / or how to set it up correctly?

cheers!

[brisvr4]

I have NO idea if this will help at all Dan but it can't hurt

[to4garret]

yup, thats the vac diagram,

basically what happens is.

2: is the canister has a one way value, when the motor is under vacum the canister is emptied of air.

3: the solenoid controls vacuum to the cyclone actuator.

at atmospheric pressure, the long runners are open.

1: when vacuum is applied to the actuator it closes the long runners and opens the short runners.

shorts, you need the canister and actuator, from that all you need is an rpm Dependant output on your ECU.

[GSRSOL]

me no understand :oops: :?

[to4garret]

edited for coherence

teaches me to proof read lol

[GSRSOL]

thanks Craig! (FOR THE LENGTHY CLARIFICATION ON MSN )

[JAP63]

Whats the main advantage..if any..is it measurable difference?...the torque would be higher with a longer runner yeah?

[GSRSOL]

Whats the main advantage..if any..is it measurable difference?...the torque would be higher with a longer runner yeah?

yes, at low RPM anyway. Here are some flow figures Craig sent me last night -

Both runner in use.
Lift CFM
.050 52.29
.100 98.96
.150 142.05
.200 180.29
.250 210.84
.300 241.11
.350 261.52
.400 270.10
.450 280.45

Long runner only
Lift CFM
.050 52.29
.100 94.24
.150 133.36
.200 162.25
.250 183.12
.300 193.94
.350 205.36
.400 210.84
.450 213.53

I was under the impression that without the actuator hooked up, all the runners were fully open, but thats not the case. Without it hooked up, youre only using the long runners, and the shorter fatter runners which are responsible for making the power in the top end of the rev range never open..... :?

[SIVART]

change it for a ECI one there less muck around

and the aus eci is ment to flow better, but not 100% on that?

[to4garret]

and the aus eci is ment to flow better, but not 100% on that?

na thats wrong, the ECI flows the same as the cyclone does when both runners in use.

the advantage the cyclone gives you is a bump in tq low in the revs.

[DOUGMO]

did you get the valve dan?

[GSRSOL]

did you get the valve dan?

apparently id already got one for him, i can't distinctly remember doing that tho :smt017



maybe it was the one that was on the firewall before the factory loom came out, :?

[rob323]

I was under the impression that without the actuator hooked up, all the runners were fully open, but thats not the case. Without it hooked up, youre only using the long runners

You sure on that cause I beg to differ.

[rob323]

more:

[to4garret]

those pic's really dont tell you much about the state of the butterflies.

in this picture here, of an disassembled cyclone manifold you can see the butterflies. they are partially open here because the linkage has been removed.



the butterflies are closed when no vacuum is applied to them. meaning only one set of runners are in use, the long runners, used to increase the low engine speed air volicity which in turn increase low engine speed torque.

in the ECU bin file itself, there is a cyclone activation point, which is set stock at 4200 (or 4500 cant remember exactly)

when this point is reach, the ecu supplies power the solenoid, which lets the vacuum stored in the vacuum canister pull the cyclone actuator up, opening the butterflies.

if the butterflies were "hypothetically" already open and both runners are open when no vacuum has been applied, the ecu would need to apply vacuum to the cyclone actuator below the change over point to keep the butterflies closed. this doesnt happen.

its more of way of saving the accumulated vacum in the canister, if the vacum was needed to be constantly applied below the change over point, it has the potential to run out fast as this is where the majority of driving is done.

where as, by activating the cyclone above the change over point, where you spend the least amount of driving time has the effect of saving the vacuum for when it is needed.

jist of it is, is that the butterflies are closed, unless the actuator see's vacuum.

[rob323]

Well, my car must be a freak then cause it definitely works the other way around. I tapped a boost guage into the line going to the actuator to find out how it worked. At revs up to around 4500 rpm, there was the same amount of vacuum in that line as you normally get at idle. When it went above 4500, the boost guage read zero, ie, atmospheric pressure.

Are the butterflies on the short runners, or the long ones?

[to4garret]

the short ones.

[rob323]

Thanks, that's what I thought but I haven't pulled any intakes apart myself yet to confirm it.

My car, with an A-spec ecu (ie - no cyclone control) makes more low down torque with the vacuum hose connected to the actuator (as it sees and holds vacuum all the way to redline) and makes more top end power with the hose disconnected. The car lost 20kw at the top end on a dyno with the hose connected.

Like I said, it's a freak

[to4garret]

that is highly unusual.

the pulled apart a manifold, the butterflies were deffinatly closed when on atmospheric pressure and open under vac.

maybe they made slight changes to the manifold in different years?

mines off a monte carlo edition and has ECI Multi written on it, what does yours say?

[rob323]

Mines the original 88 J Spec "Cyclone" jobbie.

Looks like they may have indeed changed things.