Too bad it's not a China Turbo then you could just run the wastegate open and creep to 10 psi

 

Has anyone run CNC head+efr? I very excited to see.

 

Note that when the car is running the turbo is hot and a different shape than it is when it's cold and being tested. Possible it binds in one and not in the other?

You're talking about the min/max values for the idle control valve? Mine are 18 & 80, with a skunk2.

--Ian

 

Okay, first here is a screen shot of my IAC valve settings:


Next, to give you an idea of how my EFR-6258 with medium wastegate (preloaded to 10psi) spools to compare to your own.. here are a few screen shots:
EBC turned off wastegate at 10psi


EBC on at 20psi (didn't do a full pull but you get the idea)


I hope this helps!

 

Just clock the chara, thats what I ended up doing. Dont run it like this for too long, or it'll bend the shaft, oh my. And thats the TLDR version of why my car has a turbosmart actuator. Also, with that actuator good luck getting much more than 15psi without running enough preload that your runout of actuator stroke and the flap wont open all the way. Then you either need to step up to the turbosmart dual port or a higher spring normal actuator.

 

What a day. I'm exhausted my knuckles are bleeding, and my fingertips are burnt (1800* housing tend to do that to them lulz). I'll probably expand on some of this more tomorrow, but here goes:

-first I connect air to the wg, it opens fine, but FAIL !! on the way back. doesn't close
- it binds so hard that you can't even pull it shut no matter what, only tapping it seems to loosen it up
- I then removed the wg rod and tested the wg with air. it works fine on it's own
-I then moved the wg flapper arm. it works fine for the most part. not perfect but ok
-after our talk w/ G, I remove the wg bracket which involves pulling one of the coolant feed lines to the turbo and 3 hex screws (pita to get to, cut hands )
-I then wash my hands with coolant, because, you know.......that's awesome (lol)
-I move the wg bracket over to the next set of holes
-It's not even close to looking right at that point, not even close. I rage.
-After another convo w/ G, I loosen the CHRA, the comp housing, and rotate the chra about 10* while keeping compressor in same spot.
-re-install everything, connect air, and VOILA !!!! it seems to open/close. WIN

I start dialing in the car. The difference is already huge. So much better response, so much better low end.

original location





next set of holes location


rotated chra


I took a video of testing the new setup but I'll upload it later. it works, obviously.

So anyway, I start dialing in the car. it pulls proper now after about 2 hours roughing in the maps. It's running timing UBER conservative for now, for obvious reasons.

It's making some power.

But the boost is still pretty weird. Keep in mind for now it's ALL MECHANICAL, with the WGA line going straight to the compressor nipple. EBC is installed but I'll need G's go ahead to use it. The car is fast, already spins the RS3's in 1st on demand with next to no timing and very little boost.

But for some reason it creeps past 6k.
MAD VTAK POWERBAND YO




normal or weird?
I know EBC should fix this, but I did not expect this type of boost curve. I actually expected the opposite: good midrang with taper up top.

Is the flapper perhaps still binding a little bit and not opening at high rpm?

Speaking of,

DOES ANYONE HAVE DECENT BORGWARNER EBC settings for MS? Like solenoid freq range, frequency, and stuff like that?

 

Yay! Not completely broken!

Also, I'm super gald to see that my ghetto air filter got replaced

 

I'll take some happy snaps tomorrow showing how my actuator is sitting, I know Lokiel had issues with the wastegate binding but I think his problem was too much angle on the canister.

EDIT: Oops, didn't see the extra page there!

 

Surely somebody, somewhere, is predicting the end of the world soon. G's car is almost running properly with boost.

Much excite!

 

it apears to me that the wastegate actuator rood when tightened side loads the wastegate valve shaft enough to bind it on to the turbine housing, i would test this theory by bending the catuator shaft ( stay close to the treads but not on them since the treaded section is not as strong as the rest of the shaft) to align the hole of the wastegate arm to the threaded actuator shaft section and test it again, i suspect that it will make the problem go away if you have the correct alignment and are not sideloading the wastegate valve.

 

Really cool seeing this build progress

Makes me consider EWG for simplicity.

 

Guys, keep in mind that when I bought the turbo there had been no announcement about v-band inlet EFR. The only option was the T25 flange IWG version. I would have absolutely gone v-band/EWG had it been an option at the time.

Also, I only have the 2.5bar MAP in my MS3 so I'm limited to 20psi. I haven't bothered to upgrade it because I figured 20psi would get the job done regardless

Thanks guys, keep the feedback coming. I love you all.

That EBC is the one supplied by Borg Warner with the turbo, its a super ubiquitous GM 3 port so settings have got to be out there somewhere. I also have a 4 port MAC 46A-AA1-JDBA -1BA valve, I believe port A can be plugged and it works exactly like every other 3 port MAC if that's any help.

 

I don't see why this one won't work, at least we can give it a shot

 

that boost curve looks a lot different than mine.

 

RIGHT???!!! It's still gotta be binding near full open. That's the only thing I can think of. ANd I don't feel comfy tilting the CHRA any more.

At least I'm at sea level so it shouldn't creep any harder than this.

 

Hey now, my friend's china charger only does 6psi with the waste gate wired open!

 

I'm not sure what else you could really do other then pulling the housing then, I'd be concerned about the amount of play in the flapper too. I'm also at sea level.

 

Are you using the BW ebc? If so, mind answering my question above or posting your settings for it? frequency, etc.

 

I would have to agree with Frank. Rotate the CHRA to raise the actuator and see if it still binds.

Edit: Looks like I'm late to the game since reading the PM.

 

Sorry, my BW solenoid is still in my tool box where I threw it when I got the turbo. I'm running an AEM TRU-BOOST guage/controller setup