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CA91 pull was 16.4psi on initial spool-up, 17.8psi by redline. Open loop boost control still needs a little work, did not want to do repeated pulls just to nail in +/- 1psi here and there when I knew it would need to be tweaked for street loads (vs. Dynojet loads) anyways. May switch to closed loop although I don't feel like I'm missing out on much transient response yet. Once I learn how to read flight plans and use my radar for low visibility conditions at low altitudes, I can work on it.
E85 pull was 20psi at initial spoolup, 21psi by redline. Again, an issue of just needing a bit more tuning, the boost control has been amazing with the dual port IWGA.
Only disappointment for the day was that VVT was not coming on until 3400-3500, so I don't know what I was missing in spoolup before then. Maybe between the 0 shims pump, turbo feed off the VVT line, and 5w30, just not enough pressure until that RPM. I plan on going to a 10w40 and seeing if the spool-up curve improves at all below 3500, but I feel 200wtq @ 3100 isn't going to get a whole lot better. Testing will tell.
The car is STUPID fast, 300wtq @ 3800 is ridiculous. I wanted a very fast spooling setup and a fat torque curve in the stock rev range, and I got what I wanted. I plan on running it at the 330-350whp level just so I can be a little more confident in my 6-speed, and because my old weathered 225 NT01's don't hook up until 4th gear at full power anyways. Boost-By-TPS% has made it very drivable, especially with the Skunk2 TB being larger in diameter over stock. And for all you Dynojet skeptics, Sav said my numbers pass his dyno BS test and actually closely resemble his Dyapack numbers as far as torque:kpa. So take that!
1) you'll want closed loop boost when the weather/temp causes your boost to swing pretty hard. though with a built engine and e85 it probably won't matter much. no reason not to use it though, you certainly have a capable ecu for it.
2) plot looks fine for that setup. don't think it will make much more though.
3) you can probably pick up a little more lowend with earlier vvt advance, but I don't think it will be drastic. really weird problem though. so you're triggering it much earlier but it only hits target much later?
1) you'll want closed loop boost when the weather/temp causes your boost to swing pretty hard. though with a built engine and e85 it probably won't matter much. no reason not to use it though, you certainly have a capable ecu for it.
2) plot looks fine for that setup. don't think it will make much more though.
3) you can probably pick up a little more lowend with earlier vvt advance, but I don't think it will be drastic. really weird problem though. so you're triggering it much earlier but it only hits target much later?
1) Agreed. I saw an uncomfortable level of boost the first time I opened it up in 30-40 degrees cooler weather. I'm going to run 15-16psi until I have time to dial in CL, because I can't watch the gauges whilst travelling time.
2) Can't argue that, I can't really see wanting any more, at least until I have a BMW trans in it.
3) Yes, it's at full DC and VVT angle remains 0 relative until 3400ish, despite commanding higher values.
Gawt dang man. Beautiful setup and some fantastic numbers. Going to watch some youtube videos now.
What are the plans for the car? Just a fun streetcar or will it be seeing track time?
If you wouldn't mind sharing your E85 timing map I'd love to take a look at it.
Fun street car (daily driver), autocross/canyon, occasional (casual) drag racing or HDPE. Will likely be turned down quite a bit for any sort of track use other than drag racing. If you're just looking for timing numbers in boost, it's around 18 degrees taper to 20 degrees at redline at 21psi.
3) you can probably pick up a little more lowend with earlier vvt advance, but I don't think it will be drastic. really weird problem though. so you're triggering it much earlier but it only hits target much later?
you can target it at 100rpm, but it's only going to move when it has the OP to move. I believe early vvt tuners were having issues trying to advance too early when there was insufficient oil pressure and it was causing a herky-jerky affect. (see hustler's old thread)
Data point of one here, but I was having problems with my VVT tune that turned out to be caused by calibrating the min/max duty before my oil had really got up to temp. It would work at startup, then drift away as I drove & the oil viscosity changed. Recalibrating min/max after a spirited drive fixed it.
Data point of one here, but I was having problems with my VVT tune that turned out to be caused by calibrating the min/max duty before my oil had really got up to temp. It would work at startup, then drift away as I drove & the oil viscosity changed. Recalibrating min/max after a spirited drive fixed it.
Yeah, originally I set my min/max cold which worked perfect at idle. I went to set them hot and thought my VVT was broken for about 2 weeks until I realized it just wan't making enough OP at idle or even 2500 to advance the cam.
you can target it at 100rpm, but it's only going to move when it has the OP to move. I believe early vvt tuners were having issues trying to advance too early when there was insufficient oil pressure and it was causing a herky-jerky affect. (see hustler's old thread)
I don't need to see hustlers old thread. I had exactly the same issue and we were troubleshooting it together
I'd check min/max angle settings and then oil pressure and solenoid
I don't need to see hustlers old thread. I had exactly the same issue and we were troubleshooting it together
I'd check min/max angle settings and then oil pressure and solenoid
Any possibility running the turbo oil feed off the VVT line could cause low oil pressure to the solenoid? I'm running a TSE oil feed adapter & AN4 line.
It's certainly possible, though IMO not very likely. The normal way basically draws it from the same actuator, just earlier in the plumbing right when it comes from block. You can easily test this with a cheapie feed line and Tee from the normal location. I doubt that's it though
You got a picture of your current setup? I'm too old for facebook or wherever else you house your pics
It's certainly possible, though IMO not very likely. The normal way basically draws it from the same actuator, just earlier in the plumbing right when it comes from block. You can easily test this with a cheapie feed line and Tee from the normal location. I doubt that's it though
You got a picture of your current setup? I'm too old for facebook or wherever else you house your pics
I picture of what part of the setup? You mean just where the VVT/oil feed line?
On my STOCK VVT (not added afterwards) car, the oil feed and oil pressure guage pulls off of the same feed as the turbo oil feed. Just for a data point.
Good stuff man. I still remember when we were commenting back and forth on one of my youtube videos about the EFR. Glad it worked out for you. Having all that power early is what EFR life is all about.
12-26-2017, 02:13 PM
EFR6258, 1884cc BP6D, 415whp/343wtq
