07_wrex
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Posts posted by 07_wrex
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Hi Dave,
Ya, that's understandable. Sounds like a fun ride though!
Here's a couple pictures. The valve broke off in the middle of the stem somewhere. The valve head I'm holding has been beat up and 4 3/16" pieces of stem were later found in the oil pan. I assume from punching through the piston.
Everything on the top side of the head looks great. Springs, retainers, buckets (shims for a subaru), cam, and cam journals all look good.
I thought I'd find the timing belt destroyed for something like this to happen after 1400 miles. Or at least some other issue that might cause this. Timing belt was fine and the engine was still in time when I took it apart.
I'm sure it was just a bad batch since I can't find any reason why it would fail like that. I don't rev the car to their (supertechs) recommended rpm limit of 9500...or anywhere near that.
Sean
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Dave,
Ya. I figured. Just checking. I haven't really looked at any other manufacturers setup on rpm limits. The car has seen the limiter maybe only a few times.
The reason for this thread is that I recently had a super tech stainless intake valve just decide to break while I was cruising. No boost and not getting on it. It destroyed my 1400 mile closed deck short block. Most likely beyond repair. I will definitely be going with another brand of valve.
I just want to make sure I didn't cause this with my tune. I'm 99% sure it's just a bad valve. I documented the long block tear down and it didn't jump time or anything like that. I really don't want to spend another $9,000 just to have it happen again in 1400 miles. lol.
Thanks,
Sean
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Thanks Dave,
Would you suggest a longer soft-hard cut window on an engine making 800 whp?
Sean
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I have not tried the standard rpm limit.
so, you're saying that it will start fuel cut 250 rpm before the value in the rpm limit table if I don't use advanced?
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Hey guys. I will include my pcl file so you can look at my settings. I would like a softer rpm limit. I initially had it setup per the help file. It was pretty harsh when it hit. I have changed a couple things on this map and would like your thoughts on it. Basically, I see so many cars where you can hold it on the limiter and not really hurt anything. I don't want to destroy valves after a handful of times on the limiter. I'm not planning on holding there by any means, but it is brutal the way it is setup according to the help file.
Thanks,
Sean
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I have kind of a similar question. When my A/C kicks on, my AFR goes super rich. 10.0-10.4 to 1. I have all three of the mentioned fields set to 0.00 ms. It doesn't make a difference. Is there another table? or can I go negative with the trims?
Hmm...Apparently it will let me enter a negative value. Haven't tried it on the car yet though.
Thanks,
Sean
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Hi Sean,
does your engine have tumble valves?.
You have some very complex ignition timing control setups in your PCL file.
You have obviously spent a lot of time setting this file up for your engine.
Regards
Dave.
Dave,
I do not have tumble generator valves. Those are long gone.
I have spent quite some time on my pcl file. I have an ethanol sensor and have set it up to be completely pump and go, so to speak. Base fuel and ignition maps for regular 93 octane pump gas. And then all the overlay tables for various situations vs ethanol content for e85. But I'm sure that's exactly what you could tell by looking at it.
I'm pretty proud of it. Lol. Just trying to fine tune it. The car made 711 whp on a mustang dyno at 41 psi. (817 ish on a dynojet).
Thanks,
Sean
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that will definitely fix your problem
Lol. Its only active at 90%+ throttle. I know I can change that, but why would I? Obviously flat foot shifting the car would stop the issue because I'm now avoiding actually letting off the throttle for a shift...that's not going to fix the issue unless I'm racing someone. Maybe explain what you mean unless you're joking.
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Dave,
Thanks. I was just making sure I wasn't missing an actual decel fuel table. My aem stand alone had one that was the opposite of accel and separate from the main fuel table. I will try to play around with it when it dries up here.
Thanks,
Sean
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Also, the part about the other values in the 0 row helping idle is from the vipec help file. Though it should definitely be 0 from 2000 rpm and up.
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I will change everything above 2000 rpm to 0 (at 0). When you say decel, are you referring to decel fuel? As in the opposite of accel fuel? Is there a table I'm not seeing? That's what I was asking initially. My overrun fuel cut works like it should and I have no problem with it if that's what you're referring to. Just making sure we're on the same page. Its the fast throttle close when I shift that causes it to go super rich. I understand the injectors can only shut off so fast maybe? But if I try to shift really fast (climbing a hill trying to catch the next gear so I don't lose momentum) it loads up fuel and pops and then goes like normal. I'm trying to get rid of that. Its only below 3000-3500. Maybe I'm just too picky.
Thanks,
Sean
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Dave,
It is supposed to help the engine idle. Would it be better to set those to 0 and use the idle speed control as the only means of idle control? Other than idle ignition that is.
My fuel pressure is right around 50 psi base pressure.
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flat shifting or gear shift cut control, but you need digital input for clutch
re you suggesting I use those tables to fix this issue?
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Scott,
I have a boost gauge that reads to 45 psi. When the spike occurs, I'm 99% sure it isn't actually hitting that amount of boost. I have the cal table setup for my map sensor correctly. It should stay at its highest value even if it sees more pressure. I would think anyways. My thought is that maybe I am maxing out the map sensor and for some reason it reports a weird voltage after a certain pressure causing the vipec to think that its a super high pressure and that's what triggers the map limit and all that. I have looked at an aem 5 bar map sensor. Any other suggestions on a 5 bar?
I have run the car in open loop. No issues really. I haven't done any multiple gear pulls with open loop though. I also have no issues with consistent boost pressure with a manual ball and spring controller.
So stage 3 at 0.3 is the time stage 2 is active before stage 3 comes online? Would it be beneficial to change that? And what exactly would it change in the way closed loop controlled certain situations. (Quick shifting, etc.)
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I couldn't upload the log file so here is a link to it.
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Hey guys,
So I finally got everything dialed in and decided to do a quick 3-4 hit the other day. I like the closed loop boost control and its ability to adjust duty cycle to stay at target boost. However, on this run, boost was exceptionally low in 3rd and too high in 4th. The log shows WG duty cycle attempting to compensate for both errors. It shot to 100% to try to raise boost from 35 ish to a target of 42 psi (390 kpa) with no effect. And it dropped duty cycle to try to correct an over boost situation in 4th gear with no effect (seemingly).
I have two problems.
1. Is there anything apparently wrong with my boost control setup. PID values, etc. What would cause lack of response. (It's highly unlikely that it's a mechanical issue with turbo or associated plumbing as it is perfect with a hallman pro rx manual boost controler)
2. Kind of the bigger issue. I have an Omni Power 4 bar map sensor. During the 4th gear pull in the attached log, I saw 42.7 psi and then, BAM, boost cut/MAP limit reached. I was no where near 450 kpa when it happened. Is there a limit that I'm missing somewhere for the map sensor that would be causing this? It seems like it might be that it reached 400 kpa and that is the limit of my map sensor. But it should just continue to output a max value to satisfy the vipec, yes? I looked and didnt see any conflicting values that might cause this issue.
My map limit is set to 450 kpa right now and I know I havent actually hit more than that. Though the log shows 94 psi when this issue occurs. That pressure is just not possible with my setup.
I have attached my PCL and I was going to attach the log. It will not let me attach a ".llg" vipec log file.
Thanks for any help.
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Hey guys,
Looking through the various tables in the vipec, some can be scaled with just about anything on the y-axis. Having a flex fuel car, I have to have very high crank enrichment numbers as it gets colder. I have my table setup for ethanol. Is there a way to set a table up to correct the crank enrichment for pump gas? The number would be 33-35% of the ethanol cranking number. Or possibly change the crank enrichment table to pump gas numbers and create a table that is spanned "%ethanol vs. crank enrich" that would increase the amount of cranking fuel based on the ethanol content?
Just curious if anyone has attempted anything like this. I understand what needs to happen, just wondering if it's possible.
Thanks,
Sean
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Yes. My laptop is x64. No issues here.
Yes. faster will help if your current laptop has trouble keeping up. But at the end of the day, it can only log as fast as the vipec will process it.
Yes. usb 3.0 is backward compatible with all usb. It just allows faster speeds for 3.0 capable devices.
I have been looking at an asus once my hp dv7 dies. It's on life support now.
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What about on low load cruising?
Are you able to lean it out?
Yes. no problem while cruising. only idle.
Hi,
Just an idea, have you optimised your injector timing events around the idle and low load areas.
Set the injector timing map up as a 3D table.
Also are you running any IAT compensations with the fuel trims, WRX's have a nasty habit of having plenty of heat soak at low engine and vehicle speeds that lead to higher IAT which will possibly employ trimming of the fuel in these areas.
Remembering that the hotter the air charge the less air is available so negative IAT fuel trim values are employed, to correct the AFR's
Also if a lower fuel MASTER number is used the fuel cell number required will be higher which will also give better resolution and response to these injectors.
Regards
Dave.
I'm at 7% on my master fuel. idle fuel numbers in the mid 20's full boost is around 68 ish. resolution is not an issue for me. I CAN lean out my idle, but it starts to hunt because the vipec is calling for miniscule pulse widths from the id2000s. This puts the injector down below 0.5 ipw and it is not linear that low. It really comes down to the vipec not having a "small ipw compensation" table. it would be ipw vs %compensation. Simon has already said there is no way to set it up as I have already asked in my own thread.
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Streetcar, needs to look as stealth as possible.
Of course i could mount some on the underside of the intake., but if it is possible to use the ID injectors i will choose that.
I am not sure about how lean it is realistic to get it with the ID2k`s, do anyone have any input on this?
I'm not having issues around 11.8-12.2 at 950-1000 rpm. I have ID2000s. 50 psi base fuel pressure. I couldn't go much leaner at 43.5 psi base fuel pressure either. I could. but it would start hunting because it was getting into the non-linear section of the injectors response. I don't really have an issue with idling that rich. Although it would be nice to be in the upper 13s. It's not like it's just dumping a ton of fuel in.
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Hi Dave,
I think I figured it out while I was trying to get the logs. I didnt realize I had left an volt 11 setup as a wideband. It is not and looks like it was confusing the wideband average and causing the closed loop lambda to compensate using the wrong AFR.
Now if I can just get my cold (really cold) start setup for the e98 fuel I'm using. Haha.
Thanks,
Sean
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Hey guys,
I setup closed loop lambda and it does not even come close to hitting the afr target in the table. When I turn it on auto mode, it definitely is changing the fueling, but it's not even close to what it should be. Could someone take a look at my map and see if I am missing something? I did search and couldn't find my specific issue. I have read the help file countless times and maybe it's just my settings?
I have it turned off in this map because it doesn't work properly. I would select auto mode and it would go richer than 10:1 AFR at idle.
Thanks,
Sean
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Here is the dyno video now that I'm finished.
It made 651/557 on a mustang dyno. 749/640 on a dynojet.
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Hi Dave,
Yes. The first pump is turned on with a relay through the vipec. The second pump uses the same 12v feed. Neither will have power unless the ignition is on.
I am using a boost a pump for both. It is on a Hobbs switch set to 3 psi. So the first pump will run normally until then. And the second pump will come online above 140 kpa.
Shooting for 38 ish psi on e85 so the fuel demands are pretty high.
Thanks,
Sean
NEW i SERIES FUEL MAIN CONFIGURATIONS
in Vi-PEC i Series
Posted
And this alone makes me want an I series! 8-)
As soon as there's a "plug-in" for the 07 STi.