How do you run 24.5psi on 91 oct???
Feb 27, 2008, 09:36 AM
#32
Bryan I had seen that thread and I decided that I am going to go back to ECU based boost control. I havent had very good luck with the factory BCS and the Green, the Hallman I am using now was touchy till I rebuilt it, but that boost curve is exactly what I would like to be able to do.
One more project to add to the list of things I need to do to my own car
COP,
Bigger Cams,
Meth,
MAFT PRO,
3 Port,
etc.
I apologise for the threadjack, but it seemed relevant to discuss boost vs timing again.
One more project to add to the list of things I need to do to my own car
COP,
Bigger Cams,
Meth,
MAFT PRO,
3 Port,
etc.
I apologise for the threadjack, but it seemed relevant to discuss boost vs timing again.
If you need any help with the MAFTPRO, from sale to tuning. Let me know.
Feb 27, 2008, 10:57 AM
#35
6k area is a tricky point on the 9's with ecu-boost I have found. I break the 6,000 rpm area into 3 rpm points because of that. That might help you as well.
Feb 27, 2008, 02:27 PM
#36
Bryan,
Cool. Yeah I am going to get a log tonight weather willing. It just started sprinkling here so I am not sure if I am going to do another 4th gear pull on the highway or not today. Something about triple digits and rain
Feb 27, 2008, 02:41 PM
#38
In the interests of full disclosure, here is the timing map of the 29psi pumpgas run. I have altered the resolution since that log to help give attention to the trouble spots that you can clearly see.
After taking in that thread (if a MOD sees this, bring the Magnus intake thread back cleaned up, cause it contained some very good tech) and thinking about some of what Mr. Shead had been saying it made perfect sense to maximise the area that the engine is actually running in rather than overdoing it as I normally do. My car hasnt seen 340 load except with a pulled wastegate line, so why have it? I dont rev past 8500 (often) so why have the rpm marker?
I dont build boost as fast as I should because of the intercooler and header combo (apparently anyway) coupled with the Green but since I can still make 25psi by 4200 (ordinarily, 4800 in that log)and 28+ by 5100 or so, those were the areas that I started with going in 250 rpm steps. I also halved the distance in the load cells to keep control over interpolation.
After taking in that thread (if a MOD sees this, bring the Magnus intake thread back cleaned up, cause it contained some very good tech) and thinking about some of what Mr. Shead had been saying it made perfect sense to maximise the area that the engine is actually running in rather than overdoing it as I normally do. My car hasnt seen 340 load except with a pulled wastegate line, so why have it? I dont rev past 8500 (often) so why have the rpm marker?
I dont build boost as fast as I should because of the intercooler and header combo (apparently anyway) coupled with the Green but since I can still make 25psi by 4200 (ordinarily, 4800 in that log)and 28+ by 5100 or so, those were the areas that I started with going in 250 rpm steps. I also halved the distance in the load cells to keep control over interpolation.
Last edited by JohnBradley; Feb 27, 2008 at 02:53 PM.
Feb 27, 2008, 02:46 PM
#39
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Thanks Scott. I have a MAFT Pro already that I got from a 1G project from back in the day. I have the upgraded firmware, I just need to decide on whether I go with a 4 bar or 5 bar MAP. I am thinking 4 will be plenty for a long time.
Bryan,
Cool. Yeah I am going to get a log tonight weather willing. It just started sprinkling here so I am not sure if I am going to do another 4th gear pull on the highway or not today. Something about triple digits and rain
Bryan,
Cool. Yeah I am going to get a log tonight weather willing. It just started sprinkling here so I am not sure if I am going to do another 4th gear pull on the highway or not today. Something about triple digits and rain
if you go out tonight, send me a the log, i am interested to see it. If you want that 5 bar just say the word and i can bring it down this weekend
Feb 27, 2008, 02:55 PM
#40
Oh...and disclaimer time. Just cause I seem to be able to do it doesnt mean that anyone else can and not cause failure. I wont be held responsible for any damage that may result from attempts made by anyone using that timing map. Remember there is alot of time building up to running that with a stock ECU and also proper supporting mods and tuning.
PLEASE EXERCISE CAUTION WHEN ATTEMPTING THIS...
...if you do attempt it that is.
PLEASE EXERCISE CAUTION WHEN ATTEMPTING THIS...
...if you do attempt it that is.
Feb 27, 2008, 03:49 PM
#43
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I don't claim to be any sort of expert but have wondered myself about the increasing boost levels that have been going on. What I have found on my own car is that while the car knocks at 4000 rpms and 25psi it does not knock at 25 psi from 5000 to redline. Basically the stock turbo and the green on pump gas are too efficient down low and not efficient enough up top. The perfect turbo for the evo on pump gas in my opinion would make 20 psi at 4000 and 30 psi at 5500 to redline. I wound up using this logic to go to a bigger turbo, havn't got it yet so it's still a theory.
Anyway if you can get over the boost spike of the smaller turbo at 4,000 rpms by reducing timing to around 0 the turbo will hold more boost at 6500 which is where you develop maximum power. If there was a way to have the green hold 20 psi at 4000 and 25 thereafter it would be ideal. So as far as the increased boost mystery goes I think increasing boost while reducing timing at peak torque doesn't increase your torque as much as it does your horsepower. And I don't have hard data but I did notice running high boost and low timing at max torgue did bring the egt's up, it makes sense since the reduced timing means you are dumping unburnt fuel in order to reduce compression in the cylinder and control knock. Hope my rambling is of some use to this thread.
Anyway if you can get over the boost spike of the smaller turbo at 4,000 rpms by reducing timing to around 0 the turbo will hold more boost at 6500 which is where you develop maximum power. If there was a way to have the green hold 20 psi at 4000 and 25 thereafter it would be ideal. So as far as the increased boost mystery goes I think increasing boost while reducing timing at peak torque doesn't increase your torque as much as it does your horsepower. And I don't have hard data but I did notice running high boost and low timing at max torgue did bring the egt's up, it makes sense since the reduced timing means you are dumping unburnt fuel in order to reduce compression in the cylinder and control knock. Hope my rambling is of some use to this thread.
Feb 27, 2008, 07:34 PM
#45
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What's your afr at peak boost? You could try throwing some more fuel at it to slow down the burn. Is there harm in negative timing, anyone?