BoostdR

Adelaide, woohoo

Stalled up vs normal is not a very good test. My log data previously is much better to go off. I found my injectors to be leaking air also so hopefully will be able to improve response further. Difference is best described as now I have some boost available from 2500-3500 at part throttle which makes normal driving nicer. The throttle controller set to SP5 is about right for pedal feel and drop down to keep it from laboring in 5th. Interesting to see how the Rev5 goes. I haven't been able to get more than 17psi in 1st gear. Video'd the turbo today and the gate doesn't open at all.

After a inlet runner spacer for an M35 Matt 0413023669 Adelaide

The picture makes it look like that but there is about 1.75" gap. Can get 17psi just leaning on the OEM stall convertor (c34 Stagea). Lag was obviously a concern with the heavy auto.

Contact Nisspeed. James has made a beautiful t25 to T3 adaptor.

Oh, update on my 33gtr BOV. It improved surge due to a softer spring but it bleed air due to intake oscillations....which is what I expect causes the surge. I moved the BOV sense line to the fuel reg output further up the plenum which helped a little bit. Running a modded Rb25 BOV atm. Seems the same as the M35

We have run no BOV on all our non Borg Warner EFR equipped race cars with no adverse effects. Having said that I won't do it on my stag as the compressor stall sound is so loud it's embarrassing. Blocking the OEM bleed hole makes surge worse but improves spool, so you have to make your choice. Sounds like the Kompact is a good unit.

Agreed, I'd be keen on the link. Having cam control ability will make the world of difference to power levels over 300kw, well actually it will make a big difference at any level.

The thing is efr's on the dyno don't show up there driving experience. Throttle response is night and day different, power before the spool zone is very different, part throttle boost is again much better. You have to drive an EFR equipped car to understand. They just want to spool all the time. I can get 5psi on my little 2ltr WRX at idle just by retarding the timing from 15 to 5 degrees. In the same vein there is a reason why a heap of OEM cars have a low rotational mass ceramic turbine, also why a lot of new OEM cars now use Borg Warner technology, A45 AMG for instance. http://youtu.be/d16w0PjkEYk

Good point about the MAF power supply. Would be good to monitor power and ground to the sensor. Could test it with compressed air with the car on but not started.

Commsman bypassed 20-25% air and the voltage blended the signal. May get around blowing MAFs as the output is lower.

Turns out I was low on Glycol, and I overfilled my reservoir. So when the turbo gets warm it boils and over flows the tank(Worse when I was running BP98). Since I reduced the tank level back to where it's supposed to be, replaced the coolant and purged the system it has been stable(touch wood) I understand how air pockets in the system would cause timing drift...would also cause incorrect mixtures in open loop. The thing is every ECU suffers from the same fate. "Incorrect data input causes incorrect data out" Will it need head studs, pistons, trans replaced at some stage....yes I expect so. Am I trying to kill it, of course not, Am I trying to make as much power as I can-yes, Am I being reckless because I bought it with a blown turbo cheap-no If you want to poo poo the EMU to support your link development, the biggest problem with EMU is injector timing. A stand alone will make more power, cleaner exhaust(less fuel smoke) and be better on fuel. Shift timing is effected from the EMU boost cut clamp, the Shift kit doesn't really help the problem as the TCU try's to bring the shift points back in line with the Target MAP vs load input on the CAN line. If the Link will interface with the TCU CAN it will certainly help keep the trans alive. A TCU reprogram would also be a valuable investment

The gear box will only get the output signal you give it so no worse. The scaling works on the X axis of the IJ and IGN Maps. Plus did you know you can run 4.91v output up to 6500 and 5v at 6600 without hitting load cut. Helps the box out A quick death...more assumptions there mate. If we are stating facts. The only limiting factors I found with the EMU are: Increased shift flare due to getting around load cut( any piggy back) Inability to adjust injector timing Injector scaling and lag time correction formula is creative(putting a lag time under the OEM size field causes hot start problems)

So Tao says 3mm oil restrictors are fine. I cleaned the car and went for a quick run on 34psi(should pull 320-350awkw) by how it felt. Anyway the car back window is covered in black soot after 5min. Since my AFR's are ok I have a theory that the injector timing could be out, possibly an artifact of running the greddy ultimate.

On E85 today. Up a steep hill It managed 20psi at 3394rpm and I have some useable boost between 2000-3000rpm. Next issue to sort is the smoke when on boost. Not sure if it's fuel or oil as its not blue, white or black but a combination. Normal or common for a 35 stag? AFR's are around 12.2:1. Maybe my O2 sensor is too close to the turbo for high boost..and I am starting to wonder if the oil restrictor at 3mm is too large for 8.5bar of oil pressure. Easy to fix but I don't want to reduce the bearing life. Tao, what size restrictors do you run in other cars with the same bearings? Oil pressure in most other cars is usually 2 bar less also.

I didn't assume most are running an EMU at all, notsure where you got that from. I just stated another AFM can be used with an EMU as it can be scaled. I'm pretty happy with my $200 EMU thanks ;-)

I need all the response I can get back ;-) The thing is the dual port gate might and might not work. If the exhaust pressure increases at a faster rate than the boost it will still leak. A stiffer spring being still required. It would still be an improvement giving a larger boost range but may only give back a few psi of control. In experience, the best way to response is adjusting the wastegate tension within a couple of psi of the target boost. Then use a closed loop boost controller like a HDI EVO that holds shut up to just before target boost. My turbo makes 18-19psi in 3rd with the gate blowing open so not really any use targeting less than that. The exhaust housings on these turbos are just too small.

This is the one I used. The BW uses a tapered spring which gives better adjustability without losing too much stroke. But yes any CAN with a stiffer spring would work. The 3 pics above would be even better, being dual port you can hold the puck closed without upping your minimum boost limit. Best of both worlds. Boost control then needs to be setup as per external gate. http://www.full-race.com/store/efr-turbo-accessories/borgwarner-efr-high-boost-wastegate-canister-2.html

I'll just leave these here

The benefit is a stronger spring holding the big puck closed before target boost is reached. Simple as that. It's like Scott's spring mod on steroids. The borgwarner can/spring is so stiff I can't move it by hand at all. Even very very hard with pliers. I can fully open the OEM can arm by hand without too much trouble.

Ok it's now almost 1300rpm better spool. The issue with the Hypergear Rev 4 was the waste gate. I have a high boost Borg Warner EFR actuator with adjustable rod installed now. The difference in stiffness is probably 400% or more. Adjusting it this way does bring up minimum boost levels. An even better way would be a dual port wastegate like a forge item, the same as what the Bathurst R32 GTR ran. This would enable the gate to be actively held closed without increasing minimum boost. I had 20psi at 4700rpm in 3rd previously, I now have 20.4psi at 3431rpm in 3rd...and I'm currently on my BP98 tune not E85 Matt

I now have 1100rpm better spool.. Logs to come. Out atm

When running the emanage ultimate you can use any sensor you like as long as the wiring is the same. Or even if it's not the IAT can be reused from the old MAF. It just goes between the green wire with black trace and the center wire..black with red trace I think it is. Or you can just go MAFLESS like I have done. I've been through 3 AFM's in 3months. Nistune sell a HPX MAF that will stay in resolution. I might look at this myself as the MAP is a bit noisy on boost. On the EMU the Airflow output map can do your load cut removal and calibration for the OEM AFM load points. On the EMU I/J and ING maps reference the Airflow Hot wire Voltage for X axis load and adjust the scaling to suit

Yep, I can open it by hand. I can't even move the one on my Borg Warner turbo.