TitaniumTT's I hope I make it to DGRR '09 Build

[TitaniumTT]

Distract all you want Scotty, it's turned into more of a Blog with some of my friends talking about waking up the morning after a huge party next to a hermafrodite This thread is no longer about making it to DGRR '09 as those set's of mods and all the issues with them are FINALLY gone. She's about to go into hibernation for a few weeks at which point she'll come out for another laundry list of mods. These will be documented in an upcoming thread, "Diary of a Madman - See you at DGRRX"

Anywho, the stock WG solenoid is plumbed after the WG. The actuator is fed boost from the comp housing. The solenoid bleeds the boost out of the actuators chamber to raise boost. So, if the solenoid goes limp and CAN pass air through it, boost will build wildly. If the solenoid goes limp and closes, you'll contain all the boost produced in the actuator and it will run on spring pressure. I would check the FSM to see how to troubleshoot them. There will be something like blow through port a, if it passes through b without power etc etc etc. I'm using industrial solenoids, so unfortuneately my setup won't be of any help.

Does the AEM allow a different axis of adjustment of the various solenoids? If it does, with a little playing around, you should be able to get a smoother transition than the factory had. Here's what Dave & I have found in the 101 dyno pulls this car has logged. The dyno is a wonderful tool for tuning fuel and ignition maps. It's not as usefull for boost. Here's basically what we did - set everything to have a transition @ 3800 - split the difference in the factory's logic as a starting point - and set everything to happen @ 3800. We were using both the WG and the PSV to control boost and get the 2nd going (I should mention that I plumbed in a spare 2Bar Map sensor into the nipple on the secondary charge pipe between the compressor and the CCV so we could log what the 2ndary was doing for boost pre transition in an attempt to smoothen it out - again, I LOVE the MoTeC). First was a dip in boost and torque. Then we started ramping up the 2nd turbo with more PSV duty and lowering the WG. Result - a HUGE JUMP in torque at the transition.

So we started adjusting the CCV and CRV to begin and end at later and earlier points in an attempt to smothen it out. The datalogging was KEY and I can post a few screen shots if you'd like to see them. We ended up with a very small dip at the transition - on the dyno. On the street it was VERY different. There wasn't enough load or time to spool up the 2ndary so the dip was noticeable. To correct that I bumped the rpms of the transition to 4k and changed the duty of the PSV from a linear curve to more of an exponentially increasing curve. This resulted in that huge spike in torque showing again. The key, as I thought it to have been from the beginning which is why I went with the MoTeC as opposed to the PFC or the Haltech, was in smoothing out the CCV and the CRV over the course of a few hundred RPM's as opposed to instant. I should mention that I adjusted the RPM axis to allow for 50 or even 25 rpm increments so I could essentially manually control the interpolation that the ECU calculates. Basically forcing the MoTeC to quickly and exponentially ramp up the duties of the CCV and the CRV.

It's interesting to hear on the street. You can hear the PSV's solenoid clicking away building boost. You can here the CRV start to bleed it off, get louder and louder and then right at the transition it lets out one last big puff, goes silent, and boost either takes off to 15psi in high boost, or hangs out around 10 psi. Two last things to do, which are interated, is to change the boost contol from open to closed loop, and play around a little more with the PSV to increase boost a touch more at the lower rpms. With the WG set to closed loop, I'm not going to be able, at least I don't think, datalogs will tell me, control the boost pretransition unless I set the controls to only come on @ ~ 12psi. We'll see though, I need to play around with it once myh partner is back. At least I know I'm working with a good fuel/ignition map so the only thing I need to worry about is boost spikes

Logging that 2ndary boost chamber was critical though as it lets you see how you can pressurize that chamber by changing the CRV from a switched to a PWM. The valve itself may not like it, but I do By building pressure to the correct and equal to MAP psi and gradually opening the CRV, the transition is SEEMLESS. I don't know what it looks like on the dyno as I have yet to get back to one to confirm Dave's numbers as was disputed in this thread
http://rotarycarclub.com/rotary_foru...ead.php?t=9174
but I suspect that it will result in that torque spike. Only becuase the Dyno slows everything down. Where Dave and I got the transition pretty smooth on the dyno, it was not so smooth on the street. That 2nd "chamber" had more time to fill itself and the 2ndary turbo had more load , more exhaust, and more energy to spool itself more. On the street she fell on her face right at the transition and then TOOK OFF.

So we'll see. It's fun though.

How are those ID injectors? I'm getting myself a set over the winter. Part of the new list of things to do. I'm very exited about them. I've heard nothing but excellent things about them from people that aren't selling them, and have been in the FI industry for decades.

[scotty305]

That's really cool, thanks for sharing. The AEM lets me do simple on/off switching of the solenoids, based on a combination of MAP, TPS, RPM. Come to think of it, I've actually got the CRV and CCV actuators controlled by one stock solenoid (vacuum line from the solenoid is T'd to both actuators)... I think I heard about this from someone on another forum. That means I probably would be able to use one more PWM output to control that one CRV/CCV solenoid, assuming the stock solenoid will respond to the PWM signal.

I really like the idea of a spare MAP sensor for the secondary turbo... I may copy that idea someday. Attached a datalog of boost, WG duty cycle and precontrol duty (VVC#1 on the log) during a dyno pull. Now that you mention it, boost control settings that were pretty smooth on the road did yield quite a bit more fluctuation on the dyno.

[TitaniumTT]

Originally Posted by scotty305

That's really cool, thanks for sharing. The AEM lets me do simple on/off switching of the solenoids, based on a combination of MAP, TPS, RPM. Come to think of it, I've actually got the CRV and CCV actuators controlled by one stock solenoid (vacuum line from the solenoid is T'd to both actuators)... I think I heard about this from someone on another forum. That means I probably would be able to use one more PWM output to control that one CRV/CCV solenoid, assuming the stock solenoid will respond to the PWM signal.

I really like the idea of a spare MAP sensor for the secondary turbo... I may copy that idea someday. Attached a datalog of boost, WG duty cycle and precontrol duty (VVC#1 on the log) during a dyno pull. Now that you mention it, boost control settings that were pretty smooth on the road did yield quite a bit more fluctuation on the dyno.

Yeah, it was pretty strange going back and forth between the dyno and the street. (As an aside, I moved my car inside for the night a few minutes ago, so I had to go for a blast around the neighborhood. My boost pattern on low boost is 8-7-8 then QUICKLY builds to 12 and falls off slightly. High boost is 12-11-15 falling off to 14. By the time 15 is hit in 2nd, tires are loose. I NEED traction control over the winter and gear vs boost as well.) ANYWAY, back on topic. The thing that I am seeing in your graph is a tremendous drop in MAP at the transition point. What's it like on the street in the higher gears? 3rd and 4th? Is it still such a dramatic drop like that or is it smoother? I would think that with the control of the AEM you should be able to work some of that out.

What concerns me though is you're running 2 valves from one solenoid. I think that may have something to do with your dip. The valves may not be reacting fast enough giving that big drop. I output from the ECU should be ok (although I really like each output having it's own adjustability) but I wouldn't use one output, one solenoid for two valves.

The benefit of giving each valve it's own output is that you can stagger the valves ever so slightly. We started with the CRV closing and the TCV opening 50rpm before the CCV opened. Giving the big jump in CFM that resulted in the torque just taking off and kicking you in the ass. You could even feel it on the dyno. It was like brrrrrAAAAAAAAAAP But, with each valve being controled seperately, you can stagger the valving to control the airflow a little more and get something smoother.

What I would do next time you're on the dyno is focus on the fuel and ign tuning. Get a MAP that you know is good in a safe envirornment. Work up in the boost to levels that you wouldn't normally be running at. Make the twins spike to huge boot numbers so you can tune that on the dyno so when you're on the street and things don't go according to plan, if you do push 20lbs at the transition, at least you won't go painfully lean and warp an Apex seal... cause I've done that... on the dyno... from a clogged fuel filter and not up-to-snuff fuel pump wiring. Dave and I didn't do exactely that, we gradually brought the boost up and then in the higher load/lower RPM sites I took the higher load/higher RPM sites that were tuned and did the math backwards and adjusted it up slightly to run around .78 if I ever got there accidentally.

It looks like there is alot of potential in the AEM. When I called inquiring about it, whoever I spoke to, this is prob 4 years ago at this point, didn't really know much and couldn't answer specific questions so I passed on it. I figured I would need all the tech support I could get and MoTeC was it. They didn't even have thier V3 software out yet either, the first thing I did with my box was update the software and even then we had a LONG indepth discussion about how the V2 could do it with a few workarounds but the V3 would handle it without a problem at all.

[FC3S Murray]

Originally Posted by TitaniumTT

Distract all you want Scotty, it's turned into more of a Blog with some of my friends talking about waking up the morning after a huge party next to a hermafrodite .

It was hypothetical