Captain Bondo

Are you sure you can scale it "correctly" at this time? I wouldn't spend much time trying to get it to match your boost gauge, most are pretty inaccurate. You need to do some dyno pulls on a dyno that logs boost, and scale your logs so that they coincide with the dyno's if you really want it to be accurate. I agree it would ne nice to verify you have good fuel pressure, but really a dyno run will tell you right away if you're simply maxing out the injectors or if you have a potential delivery issue.

A "load" calculation that is generated by a fixed formula based on throttle position, intake air temp, mass flow, and whatever odd values it uses, does not give you the control a MAP based system does. Unless you can actually modify how things like intake air temperature modify the load calculation. For example - with a map based system, you can exactly define how much fuel trim is added or subracted for any given intake air temperature independent of load. You can alter the pulsewidth calulation base don each variable independently, rather thanon a calculated mish-mash value that tries to incorporate them all.

Why would you want to be able to tune ans EMS like a normal speed density system? Unless turbo tuner allows access to all of the sensor trims that result in the load calculations, being able to run an actual speed-density system would be very desireable. Of course you would want to.

Ugh. No. Engines go rich on decel. The lean spike is actually a (normal) rich misfire. Are you sure your analysis of the timing is not backwards, it makes more sense that it's going to 30 when you let off and down to ~5 when you are wot. Assuming that the numbers look fine to me. Again, since it is pegging the maf, you really have no actual way of knowing how the ecu is determining required ignition advance past that point. That advance seems reaosnable based on your boost pressure though. It might take some more up high in the revs, but you won't tune that without a dyno and a programmable system. Eric your map is way conservative based on my experience. Get to the dyno. :D

You seem to be making more boost in 3rd. You have way less timing at the same RPM as in 2nd. You really need to sort out a way to not be pegging the MAF. Without actual load readings there isn't much you can do right now.

I would be tempted to do a couple quick dyno pulls. This would serve 2 very useful purposes: 1) You could compare the dyno's AFR log to you own, and verify that your setup is reporting things as you expect 2) Power output will confirm/deny if the fuel system is having issues. If you run 3.5 bar of base pressure with ~500cc injectors and max them out - assuming you aren't losing fuel pressure you should make ~400 crank so 300-340whp.

So you have to boost it, then decel? In other words if you ran it up to high rpms with light throttle, no boost, then let off it doesn't do it? If so then I agree it's actually probably the turbo, that makes sense. It it were engine related it should do it on high vac/rpms even if you weren't boosting - because vacuum is vacuum. In other words if it only does it when the turbo shaft speed is high and then you slam the throttle shut then it makes sense that it's the turbo. Should wind it out in 1st or 2nd with no boost then let off and see if it smokes.

All I am saying is that a ring sealing issue describes all of the symptoms. It explains the crankcase pressure. It explains the smoke (smoke on decel is the opposite, but the same- high vaccuum is drawing oil past the rings). That would also explain why you get smoke at all boost levels but only blowby at higher boost levels (it pulls the same amount of vac on decel regardless of boost pressure). If everything else was perfect- IE the motor didn't seems to have so much crankcase pressure and didn't only smoke when hot, I might be more inclined to point fingers at the turbo. Why would a turbo center section issue only show up on decel? Should smoke at idle. Guess it depends on the nature of the failure. As you say a leakdown test will tell more.

Ok so you have high crank case pressure and billowing smoke clouds. Any chance they are related? I bet they are. High crankcase pressure will make oil back up in the drain line. You need to do another leakdown test. Personally I would be taking it easy on the car until I had these issues sorted out.

Clouds of oil smoke? Sounds like it's getting worse... pulled the plugs?

10:1 should not be washing the walls down. If it's black smoke not blue/grey maybe it's just smoke from it being rich. Does it do it when the motor is cold? 140 across the board is on the low side, imo, especially with the exhaust cam advanced, but I guess it's even... OS pistons should increase the compression ratio assuming they aren't dished more. That would actually increase comp test readings. In guess it'll be easier to tell once you can tweak the tune yourself.

I would be very careful. My motor does this - and it can sometimes ping pretty bad on hard shifts- like at the drag strip - since you wind it out, snap the throttle shut, shift, and get back on it. When you snap the throttle shut is sucks a bunch of oil into one or more of the combustion chambers. In my case it's mostly due to the motor being tired, but I plan on a heavily improved crankcase breather system this winter nonetheless. Oil through the chambers is very bad. Maybe it's just the turbo...

Ah I see what's happening. Of course it's lean with 468's an 5 bar. At 20psi you (should) have 6.5 bar in the rail. What do you run for a pump? A walbro? If so, that stuff ain't happening bro. Walbros suck past 75psi or so. It's leaning out under load because fuel pressure is taking a dump. 468's at 5 bar is the same as the 50's at 4 bar. So if it's better up top you know it's a pressure issue. I'd be shocked if it wasn't, walbro's hate those kind of pressures. Those injectors are right about the same speed or slightly slower than saturated Bosch injectors so that's likely not the issue. Dynamic injector mismatch wouldn't typically make things linearly rich/lean either. Are you datalogging AFR's currently? Sorry I think maybe you were asked that already. Anyways if you aren't you should. The gauge's response to misfires and whatnot is unpredictable. A high speed datalog will give a bit better picture. You guys better start making some serious numbers when TT comes out. No more excuses. J/K

Actual output. I wonder what the injector opening time of the dekas is vs. the bosch? 2 different sets of injectors can have the same static flowrate and behave rather differently dynamically. Probably not the issue, but it should be taken into consideration as the injectors get larger and pulsewidths under low load drop. It'd be nice to know what the actual pulsewidth/duty cycle is. IMO globally changing injector size or fuel pressure when the lean issue is not global, but limited to a certain part of the map, is going to make the car run rich everywhere else. I realize you probably know that, and that this tune "adjustment" was supposed to correct just that, but the symptoms do seem to suggest the scenario I am describing. Hope you get TT soon, you must be getting tired of this bs.

Sound slike you're good! Mine are 0 0280 156 028 6 of them max out at ~520bhp btw. Hehehehehe....

Replied on your t-bricks thread- I'm running those currently. I am off to the dyno, I'll let you know what HP 6 of them max out at shortly. LOL!