rob82

Best option is the XR6T coils - cannot think of another car that will create the cylinder pressure that these cars do and without spark issues. Just make sure you get the upgraded BF coils which are designated by the last two letters AB not AA. Have used these coils upto 1400nm of torque. All you need is 2ms on time for proper saturation - which will also be fine at high rpm. http://cgi.ebay.com.au/GENUINE-6-FORD-BA-B...=item4838520f59

Hope you have good injectors as most are only rated up to 8bar. Also most new ev6-14 injectors specify 4bar operating pressure. As for investigating the failure I would be checking the flow rate of the pump you used on the vehicle. How pumps work in operation compare to actal flow data can be quite different.

What model and what mods? Does your O2 sensor work?

Maf reversion can occur at almost any maf voltage - so you maybe able to "tune" it out at low maf voltages but unless youwant big lean holes in your tune you can't fix the issue at higher voltages via "tuning".

If your revering to maf reversion, which is the problem in this thread then yes a proper BOV will fix the issue.

All the issues in this thread are can be alliviated by using a proper BOV.

Yes it does matter - plus the car will not run correctly without a proper recirc BOV.

Any chance you damaged the maf while installing you cai? Sounds like you maf signal is dropping in and out. Is your bov open below 5" of vacuum? If no throw it in the bin and use the STD one.

Balance tube is fine as you will most likely throttle pressure tune it anyway. You will get the same signalfrom the balance pipe as you would drilling and tapping into the manifold.

Yes

Anybody priced the Borg-Warner Airwerks BV50 turbo charger - its the VTG Variable geometry turbo for the porche GT2 - they list it in their aftermarket catalog.

Does it missfire under load, light thorttle or idle?

Is there a half moon key in the camshaft and the CAS?

An exhaust is only as good as the miniumum flowing section. I still believe that the front half of the exhuast is the most critical tho - esspecially the merge into the Catalytic converter. The air the exits from the turbine housing imparts I would think at least 30percent of its motion onto the walls of the exhuast due to the spiral action of the gases. The problem is when it gets to the catalyst is that the air has to straighten out to pass through it and the majority of the exhuast gases are acculumated at the outer edge of the cat. A well designed exhuast will not only flow well but will hopefully reduce the exhuast valve temps. I would think that catalyst in an aftermarket exhuast would be moved further down stream to allow for the exhuast gases to straighten - this however for manufactures means that the catalyst will take longer to get up to operating temps - which is highly unwanted. And when it comes to catalyst size bigger is allways better - wait till you see the size of C63 AMG cats, they are about 7" 400cell on each bank.

I would find out how much the fuel pressure is dropping a couple of psi I wouldn't be too concerned. If that's the case just add a bit more injector duty. I don't think anybody has said it but your injector flow rate increases withvacuum and decreases with boost as well.

Has it made that power on more than 1 dyno?

In the 30 odd so of boosted Gen3 and 4 I've tuned I've never had an issue up to 350rwkw and 10Psi of boost using the std 1 one way fuel system - they do however have injector flow scaliing vs injector pressure drop. There is no reason to swap to a return system you have an aftermarket ECU - just tune around its not like the ems has any brains anyway. There should be no reason to assume fueling wont be consistant. The things I would be checking is whether or there is a fuel pump controller. It maybe PWM if the std ecu is still controlling the fuel pump side of things.

The 0.63 housing would be nice on E85 - may even see 300rwkw.

What intercooler? Have you tryed running it with the exh off and try putting the dyno into shootout mode? Is there any timing scatter up top? Have you done a comp and leak down test? I'm sure I can keep taking a stab in the dark for the next 3 days but what you needto do is get it to a good tuner.

We have had a similar issue getting a bov to vent on supercharged x5 BMW with valvetronic as they run virtually no vacuum at low throttle angle/load. We ran a vacuum canister that accumulated vacuum as you drove and then used a 3port mac valve to turn vacuum onto the bov when required. You could do the same thing but instead of a vacuum canister you would need a boost canister(quite dangerous) anth then use a 3port to swithch between normal manifold vacuum to theboost canister when you want it to flutter.

Porche GT2 twin turbo variable vane direct injection - think they went back to port injection on the latest model - couldn't be f**ked googling it.

I have seen upto 5psi more boost in a GTR with the base timing retarded 12degrees. You need to get it to a well respected tuner because I'm just speculating here. Its the type of issue I would find in 10min on the dyno.

I take it you meant to say it "shouldn't go much higher than 8bar at max rpm when at operating temp as things can go bad with too much pressure". I have seen similar issues when relief valves get stuff shut. I have seen up to 9.5Bar pressure dead cold with a slight rev to 2000rpm with this issue. consult your engine builder for what he expects the oil pressure should be - they all have different opinions.

Sounds like your timing is retarded?

They "oem" have been talking about going to the 48v rail for years. I think they will just use charge pump circuits like they do for direct injection applications as the duty cycles require for turbo spool would be quite small.