lookforjoe Posted October 26, 2013 Author Report Share Posted October 26, 2013 clearly the previous port was too far out to indicate the CC pressure and drain restriction that initiated the oil smoke out the turbo. Well, today I decided to add a third vent line to the tertiary can, which sits low by the frame & collects the condensate. I needed to do this to compensate for the additional input line from the block. Every time I've checked the can the past few weeks, it has been dry - or so I thought - turns out the drain was restricted & the can had about a pint of condensate in it - blocking the vents under extended accel when in boost. I swapped the drain with a larger ID petcock. can looks like the middle setup, but with line back to inlet piping instead of VTA filter and now three inlets For whatever reason, it was not an issue at part throttle/low boost, but under harder accel was backing up the system. I decided to check it after lowering the boost still further & was still seeing smoke under extended WOT. I'll know over the weekend if the problem is resolved. Quote Link to comment Share on other sites More sharing options...
dougy Posted October 27, 2013 Report Share Posted October 27, 2013 what is your current compression? Quote Link to comment Share on other sites More sharing options...
lookforjoe Posted October 27, 2013 Author Report Share Posted October 27, 2013 what is your current compression? >180 across the board. No abnormal blowby or compression issues. Additional vent port Quote Link to comment Share on other sites More sharing options...
lookforjoe Posted October 27, 2013 Author Report Share Posted October 27, 2013 Logs from end of the week - getting too lean up top (over 6500), timing is increasing, so need to get more fuel volume in there with the dual pump install 4th Oct 24 @ 21psi TT maps for the 24psi tune - reduced timing, more fuel up top. Higher WOT over 6K reverted to the 21 psi tune, as requested timing is over given values at 100%, when using the 24psi tune 4th Oct 25 @ 21 psi Quote Link to comment Share on other sites More sharing options...
S8ET6 Posted October 27, 2013 Report Share Posted October 27, 2013 I don't understand... instead of adding additional fuel pumps and re-engineering the fuel system, why don't you just use the water injection system that you installed eons ago? Seems easier to adjust your tune for the water injection than it would be to fuss around with the fuel system Quote Link to comment Share on other sites More sharing options...
lookforjoe Posted October 27, 2013 Author Report Share Posted October 27, 2013 I don't understand... instead of adding additional fuel pumps and re-engineering the fuel system, why don't you just use the water injection system that you installed eons ago? Seems easier to adjust your tune for the water injection than it would be to fuss around with the fuel system using the WMI is not going to be enough on the current setup for safe 500AWHP. It may help somewhat, but increasing overall fuel system volume & line ID is going to be a more durable & reliable setup, IMO. Quote Link to comment Share on other sites More sharing options...
Rod'sT-5 Posted October 27, 2013 Report Share Posted October 27, 2013 H, curious about a couple things. On my ECM , STFT drops to 0% at WOT. Yours stays active all the time? On that second run, you were adding 40%. That's a lot. Does TT have a setting to adjust throttle angle for WOT detection? If not for that extra 40%, you would have been that much leaner. You did drop 10 PSI of fuel pressure. I agree that you have a supply problem. Rod Quote Link to comment Share on other sites More sharing options...
fischmama Posted October 27, 2013 Report Share Posted October 27, 2013 using the WMI is not going to be enough on the current setup for safe 500AWHP. It may help somewhat, but increasing overall fuel system volume & line ID is going to be a more durable & reliable setup, IMO. I do agree that you need to work on your fuel system and make sure that fuel pressure stays in line on top. Quote Link to comment Share on other sites More sharing options...
lookforjoe Posted October 28, 2013 Author Report Share Posted October 28, 2013 H, curious about a couple things. On my ECM , STFT drops to 0% at WOT. Yours stays active all the time? On that second run, you were adding 40%. That's a lot. Does TT have a setting to adjust throttle angle for WOT detection? If not for that extra 40%, you would have been that much leaner. You did drop 10 PSI of fuel pressure. I agree that you have a supply problem. Rod Hi Rod I'm just logging that from the OBDII - it has STFT 1.1, 1.2, etc - I don't know what the different settings indicate. I have no direct way of adjusting fuel trim outside of the main fuel & WOT maps. I do agree that you need to work on your fuel system and make sure that fuel pressure stays in line on top. Yes, indeed. I'm limiting boost until I get the time to do the Dual pump install. Quote Link to comment Share on other sites More sharing options...
Tightmopedman9 Posted October 28, 2013 Report Share Posted October 28, 2013 I'm just logging that from the OBDII - it has STFT 1.1, 1.2, etc - I don't know what the different settings indicate. I have no direct way of adjusting fuel trim outside of the main fuel & WOT maps. Sounds like it's time for tunerpro! Quote Link to comment Share on other sites More sharing options...
Simply Volvo Posted October 28, 2013 Report Share Posted October 28, 2013 (edited) Sounds like it's time for tunerpro! Huessin and I had a nice conversation about this at the chilly's meet. I showed him all the features, benefits, etc. He had a few concerns though about some maps being edited (not avaliable in the turbotuner GUI) that were custom adjusted by the creator. Im sure he will go into it more. I think his biggest concern was transferring everything that was modified by him and the creator over, etc. Edited October 28, 2013 by Simply Volvo 1 Quote Link to comment Share on other sites More sharing options...
Martijn_B Posted October 28, 2013 Report Share Posted October 28, 2013 Short comment on the water injection: I see this as a quick fix and this is not really solving the problem. Therefore I would solve the fuel volume issues first. 1 Quote Link to comment Share on other sites More sharing options...
blkaplan Posted October 28, 2013 Report Share Posted October 28, 2013 Fixing the fuel pressure so it doesn't drop off under high demand is definitely the correct route to take versus trying to bandaid some other options to keep the motor from noticing its leaning out. 1 Quote Link to comment Share on other sites More sharing options...
S8ET6 Posted October 28, 2013 Report Share Posted October 28, 2013 Short comment on the water injection: I see this as a quick fix and this is not really solving the problem. Therefore I would solve the fuel volume issues first. Fixing the fuel pressure so it doesn't drop off under high demand is definitely the correct route to take versus trying to bandaid some other options to keep the motor from noticing its leaning out. I do agree that you need to work on your fuel system and make sure that fuel pressure stays in line on top. I don't know... I guess that depends upon your definition of "band-aid". To me, a supplemental pump is a supplemental pump - whether located in the tank or not. I could better understand the need to install a parallel fuel pump if he was having fueling issues across his entire rpm range... but, as his data logs show, his current setup appears to provide enough fuel up to 6500rpm. It's really only from 6500rpm through red-line that the additional fuel appears to be needed. In addition to the second pump, this new setup will introduce additional point(s) of failure, require larger fuel lines, much more custom fabrication work and a re-tuning of the entire fuel and timing maps, cold start map, etc.... As opposed to him using the existing Wi kit (that he's already got installed), adding a secondary nozzle to meet his flow requirements, and adjusting his tune for the WI (which would be running only when needed) and calling it a day. No additional fuel pump plumbing issues, a possible decrease in injector duty cycles, lower EGTs and only a slight re-tweaking of his current map to support the WI during the rpm range that it's being used. Besides, it's not like he couldn't use the boost in octane. Like I said, I don't know...i'm trying to learn...that's why I asked Quote Link to comment Share on other sites More sharing options...
fischmama Posted October 28, 2013 Report Share Posted October 28, 2013 I don't know... I guess that depends upon your definition of "band-aid". To me, a supplemental pump is a supplemental pump - whether located in the tank or not. I could better understand the need to install a parallel fuel pump if he was having fueling issues across his entire rpm range... but, as his data logs show, his current setup appears to provide enough fuel up to 6500rpm. It's really only from 6500rpm through red-line that the additional fuel appears to be needed. In addition to the second pump, this new setup will introduce additional point(s) of failure, require larger fuel lines, much more custom fabrication work and a re-tuning of the entire fuel and timing maps, cold start map, etc.... As opposed to him using the existing Wi kit (that he's already got installed), adding a secondary nozzle to meet his flow requirements, and adjusting his tune for the WI (which would be running only when needed) and calling it a day. No additional fuel pump plumbing issues, a possible decrease in injector duty cycles, lower EGTs and only a slight re-tweaking of his current map to support the WI during the rpm range that it's being used. Besides, it's not like he couldn't use the boost in octane. Like I said, I don't know...i'm trying to learn...that's why I asked You are not looking at it right. The fueling must be addressed, whether adding a second pump is the way to go is a different discussion. Quote Link to comment Share on other sites More sharing options...
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