1516 replies to this topic

[BlackT5]

I think fuel line diameter comes into play before voltage at the pump on these cars. If you are concerned about flow, throw in a Walbro.

Test the voltage since it's quick and easy to do, but I don't think thats the issue.

[Dave 54]

BlackT5, on 10 November 2009 - 08:07 PM, said:

I think fuel line diameter comes into play before voltage at the pump on these cars. If you are concerned about flow, throw in a Walbro.

Test the voltage since it's quick and easy to do, but I don't think thats the issue.

I was running stock lines with an upgraded pump and had very similar issue's he's having, after a certain rpm the volts drop causing the pump not deliver what it's suppose to,the stock power wire to the pump can only support so much.

[lookforjoe]

highway data logs

3-4



4-5



5-6




unfortunately I wasn't paying attention to the presence of the staties... as a guide 2800 in 6th is 80mph

[ozzimark]

I find those graphs very difficult to interpret and digest Does that mean you were doing 150-160mph?

On the plus side, you're not gonna have issues with pinging from not running rich enough.

Did the check valve help the PCV pressure?

And where is your front plate?

[lookforjoe]

ozzimark, on 11 November 2009 - 02:48 AM, said:

I find those graphs very difficult to interpret and digest Does that mean you were doing 150-160mph?

On the plus side, you're not gonna have issues with pinging from not running rich enough.

Did the check valve help the PCV pressure?

And where is your front plate?

probably 130

check valve didn't change oil smoke, has to help to some degree.

I'm going to vent the cam cover next.

got a ticket for no front plate, excessive tint & lane change


elapsed time RPM AFR Timing Load

[EricF]

Can you log throttle position?

I find it difficult to believe that timing was retarded all the way to 0.1 degrees of advance... Have you verified the logging's values with a timing light?

[EricF]

Also, I would be interested to see what happens to the logged ignition timing at 1.2 bar, 1,4 bar, etc. If you have more timing at lower boost levels, it is pulling it because of knock detection, whether it be erroneous detection or not.

[ozzimark]

I see you're hitting 100% load. I personally have never seen 100% load, so I find that very interesting...

[EricF]

ozzimark, on 11 November 2009 - 03:46 PM, said:

I see you're hitting 100% load. I personally have never seen 100% load, so I find that very interesting...

You have stock exhaust, boost, and turbo

I am not surprised to see you never get to 100%.

[Korruption]

lookforjoe, on 11 November 2009 - 02:52 AM, said:

got a ticket for no front plate, excessive tint & lane change

Boooooooo.... he was just jealous.

[ozzimark]

EricF, on 11 November 2009 - 03:56 PM, said:

You have stock exhaust, boost, and turbo

I am not surprised to see you never get to 100%.

shhhh!

But seriously, I meant that as, "I've never seen it myself, or seen anyone else hit 100%"

Jan's post really sticks out in my mind right now for some reason

[EricF]

ozzimark, on 11 November 2009 - 04:28 PM, said:

shhhh!

But seriously, I meant that as, "I've never seen it myself, or seen anyone else hit 100%"

Jan's post really sticks out in my mind right now for some reason

3" MAF

That probably really throws off the ECU's load calculations.

Sorry to jab at you for the stock-ness, but with your knowledge you should at least have a damn boost controller on that thing

If I ever see you and your car in real life, I'll sneak the windshield washer vacuum tee into the wastegate line for ya

[ozzimark]

Maybe I'll crank up the boost once I fix the mild pinging I'm hearing >12psi. At least my engine compartment isn't a TOTAL disaster, unlike some other people I know

On a more technical note.. I really wish I knew how the ECU calculates load. It almost seems entirely based on airflow, and nothing else. As such, the 3" MAF will probably have a huge effect on load, especially since he probably had to do a bunch of scaling within TT to get it set up right. That doesn't change my opinion that Hussein shouldn't be seeing 100% load though

[lookforjoe]

EricF, on 11 November 2009 - 02:09 PM, said:

Can you log throttle position?

I find it difficult to believe that timing was retarded all the way to 0.1 degrees of advance... Have you verified the logging's values with a timing light?

I can log TPS - in fact, I was before I switched to "load". I assumed load would be more appropriate for gathering data for my TT ECU, since all the tables are expressed in a load %. TPS amounts to the same thing?

I have no verified timing with a light. I can see if base idle timing is accurately read -that will at least LMK if the scaling is in fact off.

EricF, on 11 November 2009 - 03:39 PM, said:

Also, I would be interested to see what happens to the logged ignition timing at 1.2 bar, 1,4 bar, etc. If you have more timing at lower boost levels, it is pulling it because of knock detection, whether it be erroneous detection or not.

I've been running 1.55bar on all these charts, except the extended pull to 7K+ in 2,3,4 which was @ 1.6bar, in which the AFR voltage scaling was off because I didn't use a reference ground on the AFR channel. That's fixed now.

I'll be testing again @ 1.6bar, I now have a cam cover vent like a Volvo 140 - I vented an old filler cap using the breather line from a 740T & ran it into the catch can inlet. If that cures my oil leak/crankcase overpressure, I'll consider something more permanent (AN-10 lines & fittings, perhaps)

[maciekb2002]

take a picture of that , I love retro "fix stuff", I bet you that it will work fly less.
I was always having the same problem with my car since I past 20 psi , on second turbo TO4E.
Btw I never tried fixed that dump little oil issue by the cap.

[lookforjoe]

maciekb2002, on 12 November 2009 - 02:47 AM, said:

take a picture of that , I love retro "fix stuff", I bet you that it will work fly less.
I was always having the same problem with my car since I past 20 psi , on second turbo TO4E.
Btw I never tried fixed that dump little oil issue by the cap.

This is the schematic - I'll take a photo tomorrow

[dongle]

lookforjoe, on 12 November 2009 - 03:27 AM, said:

This is the schematic - I'll take a photo tomorrow

I was actually thinking about this last night. Almost sent you a PM asking what you though of it as an option for an additional vent location.

I also though about adding one to the blank oil cap location on the exhaust side. Either adding a nipple to the existing location or welding in some aluminum with a bung in it's place.

[randomdude]

please let us know how this works! even though im not quite at your power level, i wouldnt mind an additional vent.

im sorry if this has already been answered, but what was the purpose of T'ing the small line into the big line?

[lookforjoe]

In initial tests, the vent works, as far as relieving crankcase pressure that was pushing oil out the cap seal over 1.6bar boost on my setup.

This is what it looks like right now...

1/2" steel tube insert braised in place..


1/2 copper plumbing, brass barbs silver-soldered in place..



.. which will be cleaned up, I jsut needed to confirm it would make a difference.

I'm going to tap the CC & put a new (larger) port just for the cam cover vent. I'm going to make a solid manifold from breather to CC with a built in vacuum port to eliminate that multitude of connections.

randomdude, on 12 November 2009 - 08:22 PM, said:

please let us know how this works! even though im not quite at your power level, i wouldnt mind an additional vent.

im sorry if this has already been answered, but what was the purpose of T'ing the small line into the big line?

The "T" is to draw vacuum @ idle at the point that would normally be under vacuum on the stock setup. Probably unnecessary, but I added it when I was trying to eliminate all potential causes of my oil smoke.

[lookforjoe]

Started redoing the CC & lines..

brass fittings/barbs are silver soldered to the copper pipe.

drilled & tapped the CC (1/4" NPT, 3/8 port, braised 1/2" barb for breather line)



feed to breather is copper manifold with vacuum port, 3/8" barb on one end, 1/4" npt fitting on other
vent from CC is 1/2" copper pipe& elbow, 3/8" barb for cc end
using Volvo 949701 breather hose (700/900 turbo)



it'll look like this in place



braised a baffle inside filler cap to prevent large quantities of oil from leaving the head..hopefully it'll work