First Turbo Build: LQ9 Rockcrawler

[blindawg]

We have it all built, and a starting point on the tune, but sill have some questions. LQ9 COS3 OLSD MAFless No NB O2s

We are only planning on making 12lb maximum, do we need to use a 2Bar MAP or can we use the factory one? If we have to use the 2Bar, why is that, because 1Bar goes up to 14.7 psi right?
We're running 80 lb injectors, and the WB is saying around 10.5 at idle and revved up to 3000 (sitting in park). So I'm assuming the injector tables are off still?

Thanks fellas,
Branden

[ScarabEpic22]

Run any boost at all, use a 2 Bar (or higher) MAP. Remember a 1 Bar MAP is good until 14.7psi or atmospheric pressure. Adding a turbo really means you'll be running up to 12psi OVER 14.7psi (so 26.7 at max).

Sounds like the IFR stuff is off, I havent dealt with OLSD and/or MAF-less stuff before but I know you pretty much have to get the tune spot on otherwise it will run like crap in different weather conditions.

[blindawg]

Thanks for explaining that for me.
I'll change out the MAP sensor and work on the injector stuff.

Thanks,
Branden

[slows10]

If you are running olsd and a 1bar sensor, I would think you would have to use the Maf sensor. And hope your airflow does not peg it. It may or may not. Otherwise how are you going to fuel for all that extra airflow under boost?

[blindawg]

Well I didn't even think about 14.7 being atmospheric pressure. Just thinking it would hold 14.7 psi of boost. I'll be using a 2bar sensor.

[joecar]

Without a MAF he will need to run a COS and 2-bar MAP sensor, and he will need to populate the Boost VE table

( running boost with the 1-bar sensor with or without MAF is a bad idea anyway, the 2-bar sensor is reasonably priced, and the COS comes with EFILive )

Also, he will need to answer these questions:
- what is measured rail pressure...?
- is FPR manifold-referenced or not (highly recommended that it is)...?
- using those 2 pieces of info, has the IFR been calculated from scratch to see if the supplied IFR agrees...?

[joecar]

Hi Branden,

Also make sure PE is suitably rich and that it triggers easily.

[blindawg]

We had already purchased the 2Bar and had it sitting here, but I had seen that 14.7 PSI is 1Bar so it didn't make sense to me that we needed a 2Bar when we were only ever going to make 12 PSI. But Erik cleared that up for me.

Measured Rail Pressure is 58 PSI on prime, 50 PSI at idle, and when revving up it goes to 47-48 PSI.
Yes it is manifold -referenced. Stock LS style Truck intake manifold and fuel rails if that helps.
IFR has not been calculated from scratch as I am unsure of how to use the spreadsheet.

13393

Thanks Joe,
Branden

[joecar]

Ok, while engine is running, temporarily remove the reference hose from the FPR and measure rail pressure again (it should read a steady 58 psi with reference hose off)

[ and the when finished measuring, remember to re-install the hose on the FPR ]

[joecar]

What is the spec on your 80 lb/hr injectors...?

Say they are as follows: 80.2 lb/hr @ 43.5 psi

Say you measure rail pressure (with reference hose temporarily removed) to be 58.0 psi.


so you calculate IFR = 80.2 * sqrt(58.0/43.5) = 92.6 lb/hr

to convert lb/hr to g/s do this: 92.6 * 0.1260 = 11.67 g/s



( look at the units your B4001 table is using )


Since you have a manifold-referenced FPR, that is the IFR value for all cells in table B4001.

[blindawg]

Thanks for the Help Joe, those were the exact numbers I Needed. I'll try this and hopefully it helps.

Branden

[blindawg]

We're having the same problem.

Will that stock regulator work for us? I'm kind of wondering if it's not working the diaphragm backwards and shutting fuel off at boost?

Thanks guys,
Branden

[blindawg]

We played around with it all day today and figured out that it was just drowning out the motor when going into boost. So we adjusted the Boost VE Table. This is the correct way to fix the problem right? I don't want to just cover up the problem if that's what I'm doing.

After getting the table close, could a person just do the Auto VE to get it even closer?

Thanks for the help guys,
Branden

[johnv]

Yes you will need to use Auto VE to dial in the Boost VE fueling table,
But start out rich and use auto VE tuning to bring fueling into line with commanded AFR .
An unopened LS1 is not very tolerant of lean AFRs, and or too much timeing, can kill an engine very quickly...

post up a copy of your current tune and data logs, some of us with turbo experiece can give you some pointers

[joecar]

Yes correct, you will need to populate the Boost VE table as johnv said.


The 105 kPa columns of the Main VE table and Boost VE table should be identical.

[blindawg]

When I populated the Boost VE table as the tutorial for COS3 prescribes, it would drown out the motor as soon as it went into boost. So I dropped the values in the Boost VE Table 5% each run until it wouldn't cut out until over 12 LB of boost. We are only wanting to make 12 lb MAX, so I left it fat past there so it would't damage anything if for some reason it goes over 12.

After this I started to do the Auto VE and it gave.... negative effects. Made it SUPER rich

Tune and Logs before Auto VE:
13458
13459

Logs For Auto VE:
13460
13461

Thanks for The help John and Joe,
Branden

[johnv]

I'll take a look tomorrow for you,
No laptop at work ..

[johnv]

Okay made some changes to your tune file

Mainly to commanded fuel table, PE fuel table.
smoothed out your VE tables

altered high and low octane timing tables, and boost timing table.

go into history and you'll be able to see whats been changed.

Your wide band is reading all over the place , either the sensor needs replaceing, or its placed incorrectly throwing off readings,
needs to be in the downpipe and not near the. opening if runing an open downpipe.
Is your widebands readout the same as what the scan tool is reporting as wideband AFR ?

Not sure what you have done with the injector tables, but it may be necessary to make changes to B4003 and B4004 to help with rich idle and decell with those big injectors.

13468

When you have your wideband working properly dial in the main VE table first with Auto VE, keeping a close eye on knock retard.
Then work your way into the boost VE table, start out on low boost, and when you happy with that work your way up to your boost limit.
If you see any knock retard in boost get off the gas ,and add more to the boost retard timing table (increase number to pull more timing in boost)

[blindawg]

My apologies for not responding! I did what you had suggested and it's pretty decent! Still needs tweaked, but that time will come.

Thank you guys for the help in the past with this. It is very much appreciated.

We have spent the last year building a tube chassis and are reusing this motor/turbo combo. Everything is going as it should, except Fan 2.
I have it in pin 33 red connector, so I know that's right.
I set it to serried parallel fans.
Fan 2 settings are not conflicting with on/off inputs, so that isn't the problem.

My problem is that it sends the ground signal out, but it "flashes" on and off. It won't stay on. Anybody have this problem?

Thanks again guys!
Branden

[blindawg]

Anybody? :)

[joecar]

Post your current tune file.

[blindawg]

Of course!

16313

Thanks Guys!
Branden

[Taz]

Try this tune ... the main issue was that you omitted to change G0106 to "Fan #2 Control".

[joecar]

Thanks Taz :cheers:

[blindawg]

Yes, thank you Taz!

As always, it's much appreciated!
Branden