Well, She's (SDS) in...
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When ryu and Donny designed it, they found recirculating the BOV smooths out the idle and general operation. I figured at this point, I'll use the system the way it was conceived.
I reflashed and reset the ECU since my last post. LTFTs evened out at this point. It seems a reset needs to comes with a reflash. Idle is even better now.
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Got it.
Also, I installed Ripp's 30 psi PCV valve. At $70, it is overpriced, but a necessary addition to help the stock PCV valve. I can very easily blow through the stocker. Later, I'll add the catch can.
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are you going to use the catch can instead of the Krank vents?
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If you read Shane's PCV "Valve setup for boosted 3G", you'll know that I'm not a fan of Krank vents.
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Better upgrade the diff because i think it just got me 
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What do you mean "it just got me"Better upgrade the diff because i think it just got me
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Yeah, I overpaid... just laziness on my part.
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i think i just blew my differential
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How?
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Ok, I've got some hard data from the ZT-2. Good Stuff. I'm really liking the ZT-2 because of its ability to log many parameters in real time.
I logged a 3rd gear pull starting at around 3650 rpm and let off at 5150rpms because I saw my AFRs start getting up to 14.0:1. The previous flash it started leaning out earlier, so my last flash helped, but I didn't go far enough with the fuel maps. I'll do that tonite.
Anyhow, here's what the run data showed (I started in a slight acceleration and with boost at zero):
-3606 rpm, 0.00 Boost, 11.7 AFR, 1107 EGT (f), 56% TPS
-3710, 0.60, 11.7, 1117, 55%
-3728, 1.10, 11.7, 1119, 58%
-3783, 2.10, 11.7, 1121, 69%
-3801, 3.00, 11.8, 1125, 94%
-4000, 4.00, 13.2, 1152, 100%
-4364, 4.60, 13.6, 1216, 100%
-4518, 5.10, 14.2, 1240, 100%
-4861, 5.50, 14.2, 1269, 100%
-5086, 6.00, 14.2, 1267, 100%
-5154, 6.30, 14.0, 1258, 100%
At that point I let off. I also had no knock events the whole run. I forgot to log timing, which I'm pissed that I didn't highlight that option (from another logging program). The first four entries are as I'm pushing the petal to the floor, but I thought it might be helpful to see the boost rise.
My AFRs start point is a little rich (accel enrichment and map adjustment)and in general I know what I need to change. I'm happy that the EGTs stayed very close to stock and that is because I start fairly rich.
{On an unrelated topic, I had a little scare as I was setting up the computer to the car. The car was idling with the hood open and I heard this "flap, flap, flap...", and I though, valve tap! No! How did this happen? After closer inspection, it was the stock PCV valve make all that noise. It turns out, that is a function of the Ripp PCV being downstream of the stocker. Ripp's PCV valve has a tight spring which cause it to 'pulse' with the vacuum. The effect is more evident when that vacuum pulse hits the stock since it has no spring action. Whew! That was a relief. I may end up gutting the stock PCV valve since it really is not useful with Ripp's in place. After my run, it didn't make any noise.}
I logged a 3rd gear pull starting at around 3650 rpm and let off at 5150rpms because I saw my AFRs start getting up to 14.0:1. The previous flash it started leaning out earlier, so my last flash helped, but I didn't go far enough with the fuel maps. I'll do that tonite.
Anyhow, here's what the run data showed (I started in a slight acceleration and with boost at zero):
-3606 rpm, 0.00 Boost, 11.7 AFR, 1107 EGT (f), 56% TPS
-3710, 0.60, 11.7, 1117, 55%
-3728, 1.10, 11.7, 1119, 58%
-3783, 2.10, 11.7, 1121, 69%
-3801, 3.00, 11.8, 1125, 94%
-4000, 4.00, 13.2, 1152, 100%
-4364, 4.60, 13.6, 1216, 100%
-4518, 5.10, 14.2, 1240, 100%
-4861, 5.50, 14.2, 1269, 100%
-5086, 6.00, 14.2, 1267, 100%
-5154, 6.30, 14.0, 1258, 100%
At that point I let off. I also had no knock events the whole run. I forgot to log timing, which I'm pissed that I didn't highlight that option (from another logging program). The first four entries are as I'm pushing the petal to the floor, but I thought it might be helpful to see the boost rise.
My AFRs start point is a little rich (accel enrichment and map adjustment)and in general I know what I need to change. I'm happy that the EGTs stayed very close to stock and that is because I start fairly rich.
{On an unrelated topic, I had a little scare as I was setting up the computer to the car. The car was idling with the hood open and I heard this "flap, flap, flap...", and I though, valve tap! No! How did this happen? After closer inspection, it was the stock PCV valve make all that noise. It turns out, that is a function of the Ripp PCV being downstream of the stocker. Ripp's PCV valve has a tight spring which cause it to 'pulse' with the vacuum. The effect is more evident when that vacuum pulse hits the stock since it has no spring action. Whew! That was a relief. I may end up gutting the stock PCV valve since it really is not useful with Ripp's in place. After my run, it didn't make any noise.}
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1,334 Posts
wow, 14.0's arent good... richen that bitch up to about 12.6's!!! Btw, are you running meth injection? I dont remember.
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Thanks guys. Kind of the type of responses I'd thought I get. I need to see where the car was at during WOT, though. I've made changes to the maps in what I consider very rich. Probably better to come from that side of the AFRs scale and then lean it out. Even though I didn't get any knock count, I know they can just appear out of no where, so I'll be more careful. Any AFRs beyond high 12s, I'll shut it down.Tearstone said:
No boost cooler at this time.
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what are you using to log knock? you said you didnt log timing yet had no knock indication so i am a lil worried you are using seat of pants method which if you hear audible knock at 6psi and stock pistons, damage is done.
damn 14.0 at 6psi is bad juju. i stop pulling anytime i see 13.0 and thats with forged pistons.
egt is useless until you dial in the afr and timing. dont rely on it.
damn 14.0 at 6psi is bad juju. i stop pulling anytime i see 13.0 and thats with forged pistons.
egt is useless until you dial in the afr and timing. dont rely on it.
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I had the EVO Scan going at the same time for knock count. I also have my SAFC tapped into the knock sensor, so I had that as a gauge. I'm trying to take all the necessary precautions. I certainly appreciate all the advice, and I will heed the warnings.
I've noticed that the timing maps on the GTS is not as aggressive as a GT. That maybe helping me a bit. The weather here has also been a bit colder and with my air filter in the position of a CAI, cooler air can never hurt.
I've noticed that the timing maps on the GTS is not as aggressive as a GT. That maybe helping me a bit. The weather here has also been a bit colder and with my air filter in the position of a CAI, cooler air can never hurt.
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I believe I discovered some thing today that should have been somewhat obvious. I still have been experiencing a little stumble during idle and it is more of an annoyance than anything else. It happens almost in precise increments. I finally notice that my boost gauge goes from -22 in/hg to -18 to -17 in/hg during the stumble. So what could that be? My bet would be the EGR that I have disconnected.
If that is the case, I have two ways to solve the issue. One option is to run a hose like the the PCV inlet hose and tap it in the same place where the PCV inlet hose goes, after the MAS. Or, I believe some said you could disconnect the vacuum line from the EGR solenoid to the EGR valve. The later option would be easier. Comments?
I'm still trying to determine whether I need to upgrade the fuel pump and FPR. The guys who have used that flash to tune their FI projects, did make those changes. I may too... I have more time this weekend to do some more flashing.
If that is the case, I have two ways to solve the issue. One option is to run a hose like the the PCV inlet hose and tap it in the same place where the PCV inlet hose goes, after the MAS. Or, I believe some said you could disconnect the vacuum line from the EGR solenoid to the EGR valve. The later option would be easier. Comments?
I'm still trying to determine whether I need to upgrade the fuel pump and FPR. The guys who have used that flash to tune their FI projects, did make those changes. I may too... I have more time this weekend to do some more flashing.
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