At 5k rpm the bov opens at WOT.. what is the best waste gate adjustment?

 

Sounds more like a BOV issue than WG actuator. BOV isn't holding boost. How much psi?

 

I thought the same and therefore buy the Alta CRV but it's the same, the lost of boost happens @5rpm up to red line "open, close,open,close etc" @14.6-14.8 psi according to my scangauge.

 

Sounds kinda like boost cut. What tune are you running?

 

None, just a jb+ and w/m injection :(.... No tunes available, yet, here in PR :'(

 

Not sure how JB+ works, but if it's one of those that tap on the boost and MAF sensor, then the reading of boost pressure from ODB2/ECU is no longer accurate. I have RaceChip installed and reading both from ODB2 and analog has proven this. ECU is reporting lower psi than actual.

I am running stock ECU and have analog boost reading at 17psi consistently, no cut yet. Heard the cut is at 21psi.

 

the JB+ intercepts the MAF sensor and makes it read lower than it is so the ECU ups boost to compensate for the lack of air flow

how would that mess with MAP sensor readings though?

 

Typo, the chip i use tapped on Boost sensor and MAP sensor, not MAF sensor. Some chip use boost, some use +MAP, some use +MAF, to better fine tune the mapping, depending on cars. So those sensor that has been tapped by the chip no longer report the real value i.e. under report to ECU.

 

Just wanted to post a short update and note on why the KO4 review isn't up yet.

Absolutely love the new E45R. The thing is a beast and has no problem making boost. Made 19.7 straight out of the box with no adjustments to the JM wastegate actuator. Swapped actuators and adjusted preload in .050".

The issue I'm trying to resolve now is with Tigger. He's pulling timing at 21 psi. AFR's are spot on at 11.9 to 12 and timing is running 5 degrees till that point. Then...pre-ignition and timing gets pulled to -7.5.

Just finished a Seafoam treatment to remove carbon in the combustion chambers and am looking at Brisk QR12LS plugs that are a step cooler than the ones I'm running now. Also going to try an E85 blend again. If that doesn't work I may have to put Tigger on meth. Wonder what Pooh will say?

 

Could it be pushing enough CFM that the fuel system can't keep up? What kind of spool up/lag are you seeing with the e45r?

 

"Is there any more?" asked Pooh quickly.....

 

This is exciting stuff! Can't wait to get the K04

 

This is exciting stuff! Can't wait to get the K04

 

At what RPM are you seeing the timing being pulled? It might be a point of no return if the timing is being pulled at a lower RPM due to lean conditions. I noticed your original graph was showing a little lean before 5k... now the problem may be exasperated with more air.

 

Doesn't appear to be a fuel issue. AFR's are good, HPFP is 5 months old and fuel rail pressure is in excess of 1700 psi when it happens. I'm leaning towards the plugs or carbon accumulation. Pulled the plugs last night and saw a fair amount of carbon buildup on the pistons. The rough texture of carbon creates hot spots and at high RPM the cylinder has less time to cool down before fuel is added.

I still have to export my logs into Excel so I can see the time stamps but it feels like about a two tenths of a second delay when you punch it. Once moving though the rate at which it builds boost is impressive. By 3500 RPM its at 17.3 psi and climbing.

 

100 octane might help pinpoint the problem. E85 might advance the timing but it could also make the car run really lean. E85 requires 30% more from the injectors

 

About 5500 rpm is where I noticed it. I'm going to grab some more logs at different boost/load and RPM's on the way home to evaluate in more detail.

 

Hmmm.... noticed something really strange on the log from last night. The ignition timing advanced to 14 degrees just before it happened again and the DME pulled the timing. I've ordered an OBDLink adapter to log via USB directly to the laptop so I can get a faster capture rate and more accurate picture of whats going on.

Just theorizing out my @ss here but I wonder if the VANOS sticking could cause this? I know the system advances intake cam timing 12 degrees till about 5K RPM then reduces it and the exhaust cam is re-indexed off idle to allow greater EGR during midrange but should close back at high RPM. If the exhaust VANOS were sticking I would think that would definitely lead to pre-ignition. Not sure why any of the above would cause the DME to advance the timing that much though.

 

I have the OBDLink and I've found that USB vs. wireless (it will do both) give comparable scan rates. Reducing the amount of PIDs to only those of interest is what's important (including the ones that are required for other to work - i.e. sae.baro is required for calc.boost_pressure). Typically, I'll have about 10 PID's active and can achieve ~10-12 data points per second per PID, so that equates to about 100-120 data point per second. Supposedly, they are going to release a firmware update which will enable simultaneous PID acquisition which will dramatically increase the scan rates and give better alignment of PIDs relative to one other with respect to time. If I understand it correctly there is an inherent time offset between PIDs because of the sequential scanning.

The OBDLink is much better than the generic wifi adapter that I was using. I was only getting about 3 data points per second per PID.

 

Thanks for the info cerenkov. I'm recording 7 PID's when you count those used in calculations. The data issue seems to be the Kiwi II hanging and reporting the exact same numbers for anywhere from 2/10ths to 7/10ths of a second. I knew it wasn't great resolution based on the stair step appearance of the graphs but I didn't realize how poor it was until I exported my logs into Excel along with the time stamps. Still sounds like the OBDLink might be a better choice though. Hopefully once it shows up my data will be more accurate.

I also emailed Renntech my log today to see if they have run across anything like this before. Until I figure out whats causing it I guess I'll just have to keep my foot out of it

 

Just to make sure I was being some what accurate, I did some logging tonight and was getting only 6 data points per second (per PID) with 12 PIDs (including those needed for calcs). I believe CALC.AFR_ACTUAL and CALC.BOOST_PRESSURE are the ones that really slows things down, they each account for 5 PIDs. I was also logging SAE.RPM and SAE.SPARKADV

I might try logging SAE.WO2S11_B.LAMBDA instead of CALC.AFR_ACTUAL to see if that helps.

When you get your ODBLink in let me know if you get better results.

 

Spoke to Lenny at Renntech today and it is a problem he's seen before on automatics. At high RPM and boost the ECU sometimes registers higher load levels and starts increasing advance. Not a problem to fix but I have to take it back to let him retune it. With my crazy schedule right now I don't know how but I've got to find the time. I've reduced the wastegate actuator pre-load in the interim to reduce boost to 19.5 psi.

 

What are your thoughts on the Renntech tune? I thinking that one advantage with them is that they have a lot of experience tuning automatics.

 

That was one of the reasons I chose them. Lenny was the first to solve the surging issue on high power tunes in automatics. Some still haven't solved it and just refuse to tune autos.

The tune itself I'm very happy with. Idle is smooth, throttle response is crisp and predictable. AFR runs around 12, timing is about 6.5 degrees under boost with E85 mix so I consider it somewhat aggressive but in the safe zone. They just need to tweak it for the KO4 response profile and upper RPM advance limit.

I'm going to adjust the WG actuator back and take some additional logs for Lenny before I head back to Renntech. Might take it up to Moroso Speedway in West Palm Beach on a wednesday night for some better logs. They have Test and Tune on Wednesday and Friday nights. Costs $15 for as many runs as you want.

 

What spark plugs did you decide to run with this turbo?