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Everything posted by lowkeyturbo

  1. Yes it does. I am running Simplyvolvo's Volsquirt and you can set up dual fuel maps easily
  2. First off ditch that sensor and get an AEM X series 30-0300. The wideband needs to have a signal ground for the 5v signal from the AFR gauge so it can compensate for the ECU voltage offset. Second of all there is a delay from when the exhaust gas exits the engine until it makes its way to the O2 sensor. You need a "lambda delay table" in order for AFR correction to work properly. Without it there will be a discrepancy between what the O2 sensor is seeing vs what the actual AFR is at that time. I don't know if Aaron has implemented that.
  3. Use the dual vvt head, you can get some nice spool out of it. Its not hard to set up. Get the angles, hook up the solenoids, ME7 cam sensors etc etc. No need for the block mod. It does not make the block stronger, it just stops it from leaking if it cracks. 81mm block is good for 600-800hp depending on who you ask. Also take a look at the Pulsar g25 660 and 770, should be a better turbo for your application. Don't do the ARP head-studs you will probably crack the block water jackets. Go with the VAG diesel 12.9 170mm blots with spacers cut down to 157mm ( i can find the PN if you want I have them on my block) with the s60r MLS gasket. Simplyvolvo is running this setup at over 1000 crank hp with no head issues. For the 707 with R clutch disk is RATED for 577nm... I dont think you will go above that so I would stick with that setup, drivability is nice (i have this setup with the quaife LSD), but you need to re-dill the holes on the flywheel to match the 707 PP. I don't see the point of the D5 crankshaft..... Just get a RN 93.2mm crankshaft I would recommend Glyco sputter rod bearings and King XPS main bearings. When using the RN oil pan there is a great place for the oil temp sensor (its a plug right after the oil is sent up to the block) and you can use a Y adapter to get the pressure from where the stock pressure switch is, there is more then enough space there. I would also reccomend you do an adapter plate for the stock oil cooler with AN10 lines and run an external oil cooler with and oil termostat.
  4. It can happen with bad engine mounts. The shock of the engine moving can cause the knock sensor to pick up the engine metal clanking as knock. There is also the possibility of bad fuel trims and the enrichment on sudden throttle surge to cause the car to go lean. Id check those out.
  5. No need to do this complicated procedure. Simply remove the pump and all sensors and hoses and disable it from the ECU.
  6. You need to use fuel injection hose for the one that sits in the tank. Its different from normal fuel hose.
  7. Does anyone know what fueling table the launch control uses ? I have a feeling the default one is a bit lean and I wanna add a bit more fuel to it.
  8. Yeah I was thinking the same thing. But a question would be ... why? Would it not be rich in both instances.?? Maybe because i raised the fuel rail pressure to 4 bar? Maybe the higher pressure reacts differently at different temps?
  9. My car idles rich if its completely cold on startup tats fine. BUT it idles lean if I start it and it has not fully cooled off (Lets say coolant temp of 40C). I dont get it??? Do the warm-up maps not take dead times or injector constant into account?
  10. Can you please post the warm-up map hex locations? They arn't in the XDF I am trying to zero out my LTFT since i am running green injectors are 4 bar
  11. Mine runs rich if its completely cold and lean when its still warm and not cooled off completely. It should not be a problem at idle as far as I am aware but you can fix this by setting delay time to lambda regulation on to a small value. Pretty sure its in seconds. I also see you are running a wideband. I am not sure how Aaron coded it in but since it uses STFT to regulate the AFR if you set the Delay Lambda Reg to 1 sec it should start using the wideband AFR 1 sec after startup and go to AFR target table right away. Dont quote me on this but I think the delay is for Catalytic converter protection because of the cat warmup procedure. If you are not running a cat I think you can just set them to to like 4 or 5 seconds or something with no problems :)
  12. Dont use the 540i 3.25 ID maf. It reads wrong for some reason 1.94 was giving me only 950 KG/Hr on a k24 at like 19 PSI.I put in the S90 MAF with 1.34 and same tune... was making 1070 kg/hr which is exactly what it should be making. BMW 540i Maf does not seem to read right.
  13. Make sure you use the Load re-scaling tool for all things knock and ign timing related
  14. Yeah actual krcount. Mostly one. But I've seen it go to two ... Bleh. Wmi Is a lot of work . No welding access
  15. Can someone running an 18t/19t/k24 post up their ignition map and write how much PSI you are running? I am having to ruin very little timing around 9.5 MS load like we are talking 9 degrees @ 4200 rpm on a K24 at around 16 PSI or so. AFR is around 11.8. I just want to get some reference. @gdog @Piet guys? any Suggestions? This is my map and i am still getting intermittent pings at around 5000 and 6000 rpm. Only 1 or two knock events once in a while. I am in Canada and running Petro Canada 94 gasoline ONLY. Ambient temp is around 25-33 deg C Any ideas? Mods are in signature for reference.
  16. Please do! That would be great! A note to add would be once you enable the LDR routine again to add in some values back to the LDR duty cycle correction, intake air temperature since it would take less TCV duty cycle to reach same load since the air is colder and denser therefor you need less boost to create the same MAF reading.
  17. Hi All, Sorry for quoting such a big post but I wanna clear some things up after logging and working with @Calvin Sonnik on getting stuff dialed in. So to disable LDR routing you DO NOT need to disable "LDR Throttle angle threshold: all values to 110 (or max)" Doing so only made me not able to log TCV duty Cycle. All you need to to do is set : LDR P-Part: all values to 0 LDR KFP2: all values to 0 AND zero out LDR duty cycle correction, intake air temperature **(This is done PRE-LDR routine and lowers your TCV cycle by that amount) That made it follow the TCV duty cycle one to one and was able to log TCV cycle no problem :) Just wanted to give a big shutout to@Calvin Sonnik helping me out with all this LDR and tuning stuff. Getting the K24 dialed in slowly but surely :)
  18. I agree. Can someone who has the latest BIN and XDF re-upload them? Or are the latest ones on the WIKI? Thank you,
  19. Yes thank you I am aware of that. The problem is I have an AFR gauge but its not installed. I am changing my 16T(straight flange) to a k24 (angle flange) and installing new downpipe. I want to have the injectors raised to 3.8/4 bar with the walbro lph255 somewhat close for the new turbo because I will install the AFR gauge along with the new downpipe and exhaust I dont want to be running the car with Improper fueling on a K24 with R mani and 3 inch exhaust, that's a recipe for disaster lol.
  20. The thing is there is a bit of discussion on actual flow rates of green @ 3 bar. the .7188 factor is for 442 cc @ 3 bar. But most OE injectors flow 420 CC @ 3 and subsequently 475 or so @ 3.8/4 BAR. That would make the adjustment factor around .6631. Does anyone have any experience with this?
  21. Does anyone know what to set the Adjustment factor for Bosch green @ 3.8/ 4 bar FPR? This is the FPR in question. Bosch 0280160575 https://www.amazon.ca/gp/product/B001CO2H3G/ref=ox_sc_sfl_title_5?ie=UTF8&psc=1&smid=A3DWYIK6Y9EEQB The car is a 1998 S70 T5 pre vin break manual .
  22. Man that just makes it more complicated. Were those out of a S60R/V70R p2 or a 2000 V70R. Maybe the 415cc are the 2000V70R and the 448 are the P2 S/V -R's? Are the PN the same for the P80 and P2 greens?
  23. Hey guys, Long time lurker here. So I think I finally found out the Green injector Mystery. The green Injectors flow 415cc @ 3 bar NOT 440CC at 3 bar. Did not anyone think it was strange that it was said they flow 440cc @ 3 bar and 465 @ 3.8? Here is the Solution it comes like this. There are two "green" injectors. Ones are Green TOPS PN :0280 150 558 which flow 440cc @ 3 bar these are FORD injectors The others are the GREEN GIANTS PN: 0 280 155 968 which flow 415cc @ 3 bar The confusion comes from http://www.ctsturbo.com/cart/products/Bosch_42lb_440cc_Green_Giant_High_Impedance_Injector-256-4.html Listing both : Bosch 0 280 155 968 ( 0280155968 ) Bosch 0 280 150 558 ( 0280150558 ) as reference numbers. Now when we do the calculations for the VOLVO green giants they are 415 cc @ 3bar , 465cc at 3.8 bar and 478cc @ 4 bar. It all makes sense now: Use http://www.witchhunter.com/injectorcalc1.php for the calculations. When you do it this way it makes sense and it corresponds with flow testing done at a shop for the Volvo Green giants which flows around 415-420CC at 3 bar. :) I hope this helps. I suggest the M4.4 wiki is updated too.