slash128

Lol, no. Clutch pedal broke halfway home. Had to rev match to get home. Arghh!!!

Brettus

iTrader: (2)

phew ! Yeah been there done that LOL

slash128

It was kinda funny cuz I felt it snap and I figured it was bound to happen. Then I got a CEL and I thought maybe it's something worse. Turned out I forgot to turn off the P2070 code for the SSV after I swapped connections. Doh! I checked the pedal, def popped one of the spot welds...

slash128

Ok I take that back. I just got my pedal welded, so should be driveable again tonight. I leave for Seattle tho, so won't get to injectors until probably next weekend.

FazdaRX_8

iTrader: (1)

to bad you were not loging Injector duty cycle I think there is more then enough room on the injectors, you could try to lower the injector scale on the P2's or crank up the VE table alot.

how did the ssv thing turn out? did you notice a butt dyno difference?

trying to keep up with being super busy at work, finally am home on a proper laptop

Brettus

iTrader: (2)

Just had another look at that last log ................ 4.98v on the MAF .

So - looks like you have no headroom left !

I have heard of maf extenders - might be worth some research ....


Diablo Sport Diablosport Mafia Ford MAF Extender F7373 | eBay

slash128

I will log injector duty cycle next time. Definitely hitting the upper limit of the MAF. MAF extender idea looks interesting. But may be simpler to build a larger diameter intake?

I didn't get a chance to try any boost test after keeping the SSV open cuz my clutch pedal broke. But I got that fixed this morning and should have it back in tonight. I won't have time to put the stock yellows in the P1s tonight but I could play with injector scale and log duty cycle to see what we get. I plan to put the stock yellows in the P1s next weekend when I get back from Seattle.

FWIW, butt dyno on that 2'nd gear log was If you look at the VD graph you can see that it was headed towards the 400hp mark before I lost traction just before 7K RPM... It happened so fast I couldn't even react. It was scary! I know VD is not a reliable measure, but I use it as a relative gauge. At the last data point before the spike was 370 @ 6594RPM. In previous 2'nd gear logs at the same RPM VD showed about 225... No matter what the real value is there is definitely huge gains there. And breaking the tires loose at 7K RPM in 2'nd gear has got to take some decent power... I can't wait to see a 3'rd gear log, if the motor holds up...

FazdaRX_8

iTrader: (1)

here is the log as a zip, that went well beyond my maf scale

slash128

That would be some airflow! Do you have any idea what the voltage was at that point? I didn't see it in the log.

Brettus

iTrader: (2)

So you were scaled to in the 400s max. yet saw 560 ? Pity you weren't logging volatge as well . But that does seeem to suggest 5v is not the limit .

Brettus

iTrader: (2)

Mine has been doing that on occasion as well - and my 2nd is a lower ratio (60mph @ 7100rpm) . But my tyres are only 245s .

slash128

I am on 245's as well, but they are also winter tires, flame away lol... I was burning them off before I invested in new wheels and tires. The rears were pretty well worn but I wanted to keep logging so I rotated front to back, so I have decent tread in the back now. The front is a different story now. I really shouldn't be doing logs on these tires.

Brettus

iTrader: (2)

Thought this would make an interesting comparison . Your last log vs one of my logs. RPM at start and finish is identical.

Mine has better spoolup but once the BC kick in it flattens off whereas yours goes into orbit . Later as yours declines it is still 15-20% higher than mine .

slash128

Thank you, that is an interesting comparison. What psi was your bc set at?

Got my clutch pedal installed, but it must have bent or warped just enough to where the plunger just quite doesn't push in all the way on the electrical switch so the car won't start unless I reach under and push it in. I will rig something up. At least I can shift again!

I still can't get logviewer to graph as nice as you. I dunno if it's a difference between the logviewer built in to ME and the standalone, but that same log you loaded from me won't plot right for me. I'll post up a screen shot later. Edit: nevermind, it's the dyno log that gives me fits.

slash128

After reading a bit it seems there is a reset procedure if the switch was pressed out of the assembly. I did that fiddling with the switch while the bracket was being welded. I will try to reset.

Yep, pulling the switch plunger back out to reset did the trick.

yomomspimp06

I'm glad the BC was brought up. I went back through and couldn't see if you're running one slash? On my last boosted application I noticed a ~500rpm decrease in the time I hit full boost. I also maintained a steady boost level throughout the entire rpm range.
That HUGE curve that Brett shows looks like an overboost. I remember the placement of your wastegate wasn't optimal and could be showing it's ugly head. This could also just be from you breaking the tires loose now that I think about it. Is that the log you used brett?

slash128

I am not running a boost controller. I did see 15psi on the gauge, but wasn't staring at the whole time so not sure if that is where it peaked. I do have 15lbs of spring in, so if it peaked at 15psi then it's not really overboost, no? But yes, a boost controller is on the list for the winter projects. I think it will help smooth things out. At this point I am still in experiment mode, so not sure where I want to target yet. I tell you what though, after feeling that 15psi hit I don't know if I can dial it down

Also, the wastegate will be moved this winter. It will be relocated so it is parallel to the turbo inlet and outlet.

slash128

So I used the VFAD solenoid instead so I could leave the VDI connector in place. Otherwise, swapping the SSV with VDI leads to the VDI valve opening when the SSV normally opens. I noticed that my idle was lumpy this way, because with the default SSV table it opens at any temp over 68. But not when swapping with VFAD, since my VFAD is deleted anyway, I could leave the VDI open RPM at 10000 to keep it closed... I could have just left the SSV connector disconnected, but I am OCD that way

Did I misunderstand?

EDIT: I am dumb. I was not connected to the VFAD solenoid. It has been so long since I looked at those connectors I forgot the top one is for the air pump, not the VFAD. This way does not work.

Brettus

iTrader: (2)

Did I say plug in the SSV plug to the VDI sol. ? I think not .
How you did it works too but ................. a bit of a PIA having the etra wiring .

slash128

You indeed did not. That was an improper assumption based on my OCD

Brettus

iTrader: (2)

All this excitement has got me thinking - no reason my turbo couldn't get to 15psi either . I have a spring ready to fit on the side of my actuator

slash128

Do it!!!

yomomspimp06

do it!

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Rotary_Redliner

Sooooo....... does this mean I need to contact Kane for some retuning once this all gets figured out ?

slash128

You gonna turn up your boost?