lookforjoe Posted February 15, 2010 Author Report Share Posted February 15, 2010 Exactly. When so little is known about the fundamental operation of these ECUs, why leave it to shouldn't, when we have the ability to find out what the actual effect is? Maybe my philosophy of finding out as much as I can about a system will get me into trouble someday, but this type of response is the plague of the Volvo performance community imo. I don't mean to offend, but you created this functionality in the ECUs, and gave us the ability to mess with it, and yet you're suppressing the quest for additional knowledge and understanding of the tool you have created by simply saying that it "shouldn't" do anything besides induce fuel cut. :blink: I'm still in favor of adjusting the sliders, just not so much that the ECU hits fuel cut. If you don't wanna do it, I'll just find out on my own later He did say "If you are at 1.5-1.6 bar, the fuel cut will feel rather violent!!! " Since I'm running that, I'm not in the mood for getting slammed when the fuel cuts. I'm so far over stock boost levels, dropping the sliders below 100% is gonna give me fuel cut when I least want it . You can give it a whirl. Quote Link to comment Share on other sites More sharing options...
ErikS Posted February 15, 2010 Report Share Posted February 15, 2010 Anybody NOT using a piggyback boost controller? I see both you and Jan are using the Apexi AVC-R to control boost at certain rpm levels, why not just let TT do this with the boost map? (I'm about to start using my TT in a couple weeks) Quote Link to comment Share on other sites More sharing options...
lookforjoe Posted February 15, 2010 Author Report Share Posted February 15, 2010 Anybody NOT using a piggyback boost controller? I see both you and Jan are using the Apexi AVC-R to control boost at certain rpm levels, why not just let TT do this with the boost map? (I'm about to start using my TT in a couple weeks) Because if it's anything like the stock controller, you cannot get the level of boost control modulation/spike reduction, etc.. that you can with a EBC. I can adjust feedback & start duty (which I'm doing) to reduce & level off boost. If you look at my data logs, you can see where boost typically spikes immediately after I shift (if I'm going WOT), and this will of course create issues since my fuel mapping is designed work with a level boost pressure, and the spiking varies by gear, so too many variables if it's not controlled. Quote Link to comment Share on other sites More sharing options...
turbotuner Posted February 15, 2010 Report Share Posted February 15, 2010 (edited) OK, corrected response... The MAF/Boost Limit sliders WON'T affect the fueling! Edited February 15, 2010 by turbotuner Quote Link to comment Share on other sites More sharing options...
ErikS Posted February 15, 2010 Report Share Posted February 15, 2010 So Adam, your recommendation is to use something other than the boost map to control boost? Quote Link to comment Share on other sites More sharing options...
turbotuner Posted February 15, 2010 Report Share Posted February 15, 2010 (edited) So Adam, your recommendation is to use something other than the boost map to control boost? My recommendation is to use whatever you feel gives you the best results for your particular application. There are people running the standard boost control system and there are others who use an EBC. I guess it depends on the EBC!!! An EBC which can actually measure boost and which uses this measured boost as a feedback input to regulate the boost pressure, will probably be better. Edited February 15, 2010 by turbotuner 1 Quote Link to comment Share on other sites More sharing options...
ozzimark Posted February 15, 2010 Report Share Posted February 15, 2010 OK, corrected response... The MAF/Boost Limit sliders WON'T affect the fueling! Thank you for that, for your straight-forwardness, I present to you: :pizza: But know that I'm still gonna test it when I get the chance. Because if it's anything like the stock controller, you cannot get the level of boost control modulation/spike reduction, etc.. that you can with a EBC. I can adjust feedback & start duty (which I'm doing) to reduce & level off boost. If you look at my data logs, you can see where boost typically spikes immediately after I shift (if I'm going WOT), and this will of course create issues since my fuel mapping is designed work with a level boost pressure, and the spiking varies by gear, so too many variables if it's not controlled. This brings up an interesting thing though. The ECU relies on airflow to monitor boost. If you end up increasing pressure enough that the airflow limit on the MAF is exceeded like you are doing, how does the ECU monitor and control boost? Perhaps it's for the best that you are not using the ECU for boost control ;) Quote Link to comment Share on other sites More sharing options...
lookforjoe Posted February 15, 2010 Author Report Share Posted February 15, 2010 Went back & re-read the Apexi Manual - I was still getting more spike after shift than I wanted... I had the start duty & the feedback settings (by gear 1-5) pretty much reversed in terms of function - so I lowered my feedback values & raised the start duty values Much better in terms of being more even. Still need a little tweaking, but at least it's easier to see where the AFR's are at, when the boost pressure is more constant. The scaling (Kg/cm2) is still off a tad - I'm actually running 1.65Kg/cm2 where it says 1.55. Not really enough to worry about as far as the data reporting goes. Quote Link to comment Share on other sites More sharing options...
lookforjoe Posted February 22, 2010 Author Report Share Posted February 22, 2010 Raised the boost to 1.75Kg/cm2 (rev019a) & tweaked the high load areas of fuel & ign maps. Boost data under reports by about .1kg/cm2. Level boost control is 4th & 5th here. Developed a misfire up top, after 4/5 shift. Regapped plugs to .026", still got blowout, then I noticed that I was getting severe overboost in 3rd, getting about 28psi after 2/3rd shift! Have to rework the feedback & start duty for 3rd gear to prevent such spiking. Back to rev018a3 1.65Kg/cm2 map until that is sorted out. Quote Link to comment Share on other sites More sharing options...
lookforjoe Posted March 2, 2010 Author Report Share Posted March 2, 2010 Well, the misfire was actually due to wear in the cap/rotor. With the MSD6a, it seems they are only good for about 5 months. I actually just scraped the contacts clean & re-installed for right now. Put the .030" plugs back in. No more miss. Did a couple of quick pulls, since the roads are starting to clear up weather-wise - just wanted to see what kind of 0-60 time I am doing. I didn't launch well at all, I'm still gun-shy . Even so, I got 5.734 0-60 with a bad launch on this log. Since I redid the shifter lever again (added a little on top to ease the shift effort), I've missed 3rd gear a couple of times - like in this 40-80 log anyway, now that the misfire is fixed, I can get back to the 24psi map I was working on. Quote Link to comment Share on other sites More sharing options...
lookforjoe Posted March 3, 2010 Author Report Share Posted March 3, 2010 I've scheduled a AWD dyno session next Tues. to get this map and my 24psi map fine tuned. I feel that I've tweaked it as far as I can on the street. @ $275 per hour, I hope to refine it pronto So, Dyno #'s next week!!! Quote Link to comment Share on other sites More sharing options...
NEU Posted March 3, 2010 Report Share Posted March 3, 2010 Well, the misfire was actually due to wear in the cap/rotor. With the MSD6a, it seems they are only good for about 5 months. I had similar wear on my Opel w/MSD 6a, a 45K voltage Accel Electronic Super Coil and 8mm plug wires. I had to swap new Bosch cap/rotor and coppers every 3 months! I'd never seen plugs so round out before that! I was doing a lot of driving at the time (150+ miles a day) and I was also frying the GM HEI controller modules like crazy too, till I found an Accel Hi output version. Are you running a high voltage coil with the MSD? Quote Link to comment Share on other sites More sharing options...
dublin14 Posted March 3, 2010 Report Share Posted March 3, 2010 I've scheduled a AWD dyno session next Tues. to get this map and my 24psi map fine tuned. I feel that I've tweaked it as far as I can on the street. @ $275 per hour, I hope to refine it pronto So, Dyno #'s next week!!! They better know there $hit to charge that kind of money. Are you going FWD or AWD for the Dyno! Quote Link to comment Share on other sites More sharing options...
lookforjoe Posted March 3, 2010 Author Report Share Posted March 3, 2010 I had similar wear on my Opel w/MSD 6a, a 45K voltage Accel Electronic Super Coil and 8mm plug wires. I had to swap new Bosch cap/rotor and coppers every 3 months! I'd never seen plugs so round out before that! I was doing a lot of driving at the time (150+ miles a day) and I was also frying the GM HEI controller modules like crazy too, till I found an Accel Hi output version. Are you running a high voltage coil with the MSD? Stock Volvo coil. I tried the MSD coil sold by IPD, had misfire issues. They better know there $hit to charge that kind of money. Are you going FWD or AWD for the Dyno! AWD. Around here, it's 200bucks just for 3 pulls. Quote Link to comment Share on other sites More sharing options...
dublin14 Posted March 3, 2010 Report Share Posted March 3, 2010 Stock Volvo coil. I tried the MSD coil sold by IPD, had misfire issues. AWD. Around here, it's 200bucks just for 3 pulls. Its $150 for 3 pulls here which i still think is nuts! I hope it works out anyways. Im going to say 330+awhp and 360wtrq Quote Link to comment Share on other sites More sharing options...
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