Interesting. So it must have just linearly trended out based on the last values in the table? Put this altogether and I think the Cobb has had room to grow all along!

 

Yomom ya I feel like I am playing with fire. I am not prepared to run full WOT logs at this point. But I couldn't resist not testing. It's been keeping me up at night.

 

Hmmmmmmmmmmmmmmmmmm interesting !

All this stuff is getting me thinking it's time for a bigger turbo !

 

Ok, I could not resist. 2'dn gear WOT log attached. I did see 15psi on the boost gauge and 227.36 peak load. The tune needs some work, went scary lean up top. There was some timing pulled in a couple spots lower down. I lost traction to the rear wheels just before 7K RPM, which caused the apparent huge HP jump on the VD graph. At least you can see the direction it was head I was scared. Didn't attempt 3'rd gear. I think I am not going to tempt fate anymore. At least not for today...

Also, nice to see I didn't quite hit 5V on the MAF, but it was close!

 

Bad boy Slash . But I like it ! LOL

You are probably running out of injector by the look of it .

Hard to believe you are still on OEM coils . Mine gave out at whp levels well below this .

 

Yeah, Fazda was baffled by the coils as well. He said they must be magical. I have a BHR set, but I can't tune out the misfiring I was getting. So I have been running these OEM coils and they seem to be doing the job just fine and they are over a year old at this point.

As for injectors, I am running stock reds for the P1's and uncapped yellows for Sec and P2's.

 

That spike at 4400 rpm is worrying as well .

I would swap the P1s to capped yellows and tie open the SSV . This is what I have done and it has sorted out those spikes altogether and made the transition smooth as silk.
Also - your loads are dropping away significantly at higher rpm which is probably lucky for you given your lack of injector capacity.

With the oem coils - I actually got mine to work at similar loads up top as well - by increasing dwell by about 5% .

 

Also : I would strongly suggest you limit max. rpm to 8500 or less .....................

 

Thanks for suggestions!

Yeah when it went lean I had not time to react. It happened so very fast. You can even see where vehicle speed actually dropped between line 100 to line 101 from losing traction. I believe that is why the load dropped, no traction!

Definitely got some work to do, and added to my winter list. But it will make for a fun 2014

 

Well that dropoff is actually pretty normal and is an indication that it is struggling to maintain boost at higher rpm.

 

So on the SSV open RPM table you just set all 4 cells to 0?

If I go back to stock yellows in the P1's what are your thoughts on P2 replacements, if I am currently running out of injector capacity?

 

The SSV table wont do what you want .
Two choices :
*Tie back the valve physically so it can't close.
*Put the VDI elect. plug into the SSV solenoid (delete the CEL)and set the VDI opening rpm to say.....750 (this is what I have done)
I will make your idle a bit lumpy but otherwise you will not notice any difference.

You have the stock reds in P1 now ? Leaving the UC yellows in sec and P2 then fitting yellows in P1 gives you an extra 200ccs

So ....... yellow/UC yellow/UC yellow

If that is not enough - you might be able to play around with injector latency on the UC yellows to get more out of them. What are they currently scaled at ?

 

Got it on the SSV and injectors. I believe I have a brand new set of 4 yellows laying around somewhere in the garage...

Another issue at the top end could be my MAF scale. The MAF is stock out to 4.69V, but since that is as far as the stock MAF table goes I trended out the last 3 cells to get up to 5V based on the previous cells. But the curve drops off substantially. Looking at it in ATR it is not so but looking at it in Excel it is very apparent.

 

I have 421g/s at 5V which looks about right if you make the line straight rather than try retain the curve. What do you have ?

 

This is how the top end of my MAF table is currently sitting. I didn't get specific with calculating the curve, just eyeballed it by looking at a graph. There was really no way for me to tell if it goes linear or continues a weaker curve.

4.3 4.41 4.49 4.57 4.61 4.65 4.69 4.77 4.89 5
278.12 302.48 319.54 337.28 346.41 355.72 365.21 380 400 425

 

Well - it wont be out by much if it is out .
What you are seeing with the leaning out - i have seen a couple of times . Both times I had to increase injector size and both times it fixed the issue .

What are your UC yellows scaled at now ?

 

They came back flow tested 820cc @ 2.25 bar. I believe the ATR calculation would have been 930, but we put them in at 850.

 

I typically have them scaled way less than that . Somewhere around 730 . I think uncapping them affects latency and they don't flow what they test at .

Playing with latency may help or scaling them back lower on the stock latency.

 

Ok, I will try tweaking with the scaling as well. For comparison, what did yours flow test at?

 

ummm - it was about 3 yrs ago when I had them tested so don't remember exactly... it was around the same figure as yours .

 

this has become my go-to thread. I can't wait to go FI. after you address the fueling problem I'm going to start a chant: "3rd gear pulls, 3rd gear pulls"
great progress slash and thanks for the info on the baro sensor Brett.

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Ok, I am making changes. I will see if I can get the stock yellows in the P1s tonight, but that may not happen.

Yomom, thanks. I am eager for 3'rd gear as well but I need new tires as well as fuel... That's def not happening this year, unfortunately...

 

Scaling the UC yellows down will make it richer while there is the capacity - not really sure if that will resolve the issue though . It may be they still run out at exactly the same spot.

 

Well it's official. She's down for the winter...

 

I hope that's because of the weather and not ................