Fazdarx_8's Top Mount Turbo Build
So I tried to do some more research on the matter but can't find much about it.
to bring some folks up to speed, I now have a .84 T4 housing that spools sooner, and have gone to a VTA wastegate,
my issue is I am reaching the limit of the maf at only 9psi, does this sound right or is something wrong with my maf
4.88 volts is 403g/s
my last wot was at 400g/s and 205% calculated load
to bring some folks up to speed, I now have a .84 T4 housing that spools sooner, and have gone to a VTA wastegate,
my issue is I am reaching the limit of the maf at only 9psi, does this sound right or is something wrong with my maf
4.88 volts is 403g/s
my last wot was at 400g/s and 205% calculated load
i see around 350g/s peak at 7500rpm at 9psi but with a smaller turbo . I guess what you are seeing is possible . Hop on the dyno - if you make 350 whp ish your maf is correct .
Boostin'
Joined: Feb 2006
Posts: 641
Likes: 1
From: Twin Cities, MN
So I tried to do some more research on the matter but can't find much about it.
to bring some folks up to speed, I now have a .84 T4 housing that spools sooner, and have gone to a VTA wastegate,
my issue is I am reaching the limit of the maf at only 9psi, does this sound right or is something wrong with my maf
4.88 volts is 403g/s
my last wot was at 400g/s and 205% calculated load
to bring some folks up to speed, I now have a .84 T4 housing that spools sooner, and have gone to a VTA wastegate,
my issue is I am reaching the limit of the maf at only 9psi, does this sound right or is something wrong with my maf
4.88 volts is 403g/s
my last wot was at 400g/s and 205% calculated load
Your numbers mirror my exact experience. RWHP numbers will only match maf numbers if the tune is correct. You can still see high maf numbers and not make much power if the air is not being burned correctly.
How have you confirmed timing is being retarded? That has been my theory with the cobb units for quite some time. I have seen it on ones without VTA too. Bring a timing light next time you go to dyno and verify actual numbers.
Thank you for posting that! Its a relief!
I am still working on the burning the air better though
I have been watching the lead timing advance in my logs,the results are always my commanded timing minus my knock retard max value. This typically starts when the wastegate opens, and stops right at knock retard max rpm value. I beleive the system is reporting knock but cobb does not report it. This theory is in large part due to oltmanns research on the matter, and what I have observed
I am still working on the burning the air better though
I have been watching the lead timing advance in my logs,the results are always my commanded timing minus my knock retard max value. This typically starts when the wastegate opens, and stops right at knock retard max rpm value. I beleive the system is reporting knock but cobb does not report it. This theory is in large part due to oltmanns research on the matter, and what I have observed
Boostin'
Joined: Feb 2006
Posts: 641
Likes: 1
From: Twin Cities, MN
Last time I was on the dyno a mere 2 degree difference in ignition advance only was worth 15% increase in power! Tuning these cars in person on the dyno is what really makes the difference in power..
Yes it was raining, so perhaps that hesitation wasn't a hicup but rather the tires broke loose when the apv opened.
after that test I got a p0203, high maf input, so my guess is it got wet again, so frustrating I can't drive the car in wet weather that log was at 5 or 6psi or so. I turned my ebc off because with it on I was doing 9psi and my calc load went straight to 212, I don't know if thats the limit of the maf or perhaps the sensor was already wet.
put it does show two other things for me,
1. some how the MAF was able to keep reading G/S past my maf scale. because 5v = 438g/s thats it, so the computer must have figured out what it would be at say 6volts or so, Really wish I was logging maf volts.
2. I can set the multipliers to exceed 200% load, and scale my fuel and timing (currently at 2.1) and it keeps sending the right info, no reversion to some mystery stock timing map.
on a side not the butt dyno enjoys less split....
after that test I got a p0203, high maf input, so my guess is it got wet again, so frustrating I can't drive the car in wet weather that log was at 5 or 6psi or so. I turned my ebc off because with it on I was doing 9psi and my calc load went straight to 212, I don't know if thats the limit of the maf or perhaps the sensor was already wet.
put it does show two other things for me,
1. some how the MAF was able to keep reading G/S past my maf scale. because 5v = 438g/s thats it, so the computer must have figured out what it would be at say 6volts or so, Really wish I was logging maf volts.
2. I can set the multipliers to exceed 200% load, and scale my fuel and timing (currently at 2.1) and it keeps sending the right info, no reversion to some mystery stock timing map.
on a side not the butt dyno enjoys less split....
Yes it was raining, so perhaps that hesitation wasn't a hicup but rather the tires broke loose when the apv opened.
after that test I got a p0203, high maf input, so my guess is it got wet again, so frustrating I can't drive the car in wet weather that log was at 5 or 6psi or so. I turned my ebc off because with it on I was doing 9psi and my calc load went straight to 212, I don't know if thats the limit of the maf or perhaps the sensor was already wet.
put it does show two other things for me,
1. some how the MAF was able to keep reading G/S past my maf scale. because 5v = 438g/s thats it, so the computer must have figured out what it would be at say 6volts or so, Really wish I was logging maf volts.
2. I can set the multipliers to exceed 200% load, and scale my fuel and timing (currently at 2.1) and it keeps sending the right info, no reversion to some mystery stock timing map.
on a side not the butt dyno enjoys less split....
after that test I got a p0203, high maf input, so my guess is it got wet again, so frustrating I can't drive the car in wet weather that log was at 5 or 6psi or so. I turned my ebc off because with it on I was doing 9psi and my calc load went straight to 212, I don't know if thats the limit of the maf or perhaps the sensor was already wet.
put it does show two other things for me,
1. some how the MAF was able to keep reading G/S past my maf scale. because 5v = 438g/s thats it, so the computer must have figured out what it would be at say 6volts or so, Really wish I was logging maf volts.
2. I can set the multipliers to exceed 200% load, and scale my fuel and timing (currently at 2.1) and it keeps sending the right info, no reversion to some mystery stock timing map.
on a side not the butt dyno enjoys less split....
Interesting stuff . However , at 9psi you should not be seeing load that high . Plus those 500+g/s readings have to be erroneous . I think your maf readings are playing tricks on you .
right now its the filter, through a mesh, then a 6"x3.5" MAF tube, to a 90 degree 3.5' tube,
I am beginning to think the element has lost its resistance so its taking more current to to keep it at the same temperature.
I say temperature because The wire's electrical resistance increases as the wire’s temperature increases, which limits electrical current flowing through the circuit. When air flows past the wire, the wire cools, decreasing its resistance, which in turn allows more current to flow through the circuit. As more current flows, the wire’s temperature increases until the resistance reaches equilibrium again. The amount of current required to maintain the wire’s temperature is proportional to the mass of air flowing past the wire. The integrated electronic circuit converts the measurement of current into a voltage signal which is sent to the ECU.
I am beginning to think the element has lost its resistance so its taking more current to to keep it at the same temperature.
I say temperature because The wire's electrical resistance increases as the wire’s temperature increases, which limits electrical current flowing through the circuit. When air flows past the wire, the wire cools, decreasing its resistance, which in turn allows more current to flow through the circuit. As more current flows, the wire’s temperature increases until the resistance reaches equilibrium again. The amount of current required to maintain the wire’s temperature is proportional to the mass of air flowing past the wire. The integrated electronic circuit converts the measurement of current into a voltage signal which is sent to the ECU.
not its straight, goes down to 3" then 90" into turbo, no extra honeycombs
so the total system is a U
this is an old picture and the silverpipe right after the filter and straight is now a 3.5"
and for anyone new I updated the First post with 2 pictures and cleaned up the thread, lots of dead pictures sorry.
so the total system is a U
this is an old picture and the silverpipe right after the filter and straight is now a 3.5"
and for anyone new I updated the First post with 2 pictures and cleaned up the thread, lots of dead pictures sorry.
Last edited by FazdaRX_8; Oct 28, 2012 at 03:28 PM.