Thanks guys. There are a lot of great suggestions. I am going to go get some new hose clamps and I took apart the bov and it was leaking and I am going to replace some of my silicone hoses. I will keep you all updated.

 

If you are running 18 to 19 degrees on pump gas let me ask are you running 19psi via map sensor or via boost controler? This is usually about a 1psi + or- difference. And with this turbo it will make a difference. Seems like a lot of timming for pump gas on a EMS though. Are you sure your knock sensor isn't pulling the timming back out of the car.

Did you log the AEM when you did the pulls so you could see?

 

i think you should remake your o2 housing... that thing has a shoulder on it... get a mandrel bent piece and just shave it until the dp fits.

can we get a complete parts list... that looks like a full race mani but why is it black?

 

running the ems, he doesn't even need an 02 housing. Just a DP and the wideband downstream.

I agree, that's a hell of a bend for a DP.

 

Turn up the boost, thats why you run a bigger turbo.

 

Did your car run ok with everything else before the turbo upgrade?

1. verify your injection timing map is correct & your firing the correct injector for the cylinder.
2. verify / data log your ignition timing & knock sensor activity.
3. verify that your a/f sensor is reading correctly
4. Try different gas
5. verify your boost is actually what your running.
6. verify your fuel pressure is as expected
7. verify your injector v. scalings are set-up correctly.
8. Once your happy that everything looks ok, turn the boost up. Less backpressure between the turbo & ex. valve with the system you have, should easily allow you to run more boost & or ign.

btw, based on your dyno numbers, your dp is the least of your problems.

Good luck

 

That looks like the dp's that come with all of the kits due to the ac bracket and clearence issues. it's a wide open pipe and flow is not restricted. I don't have an o2 sensor in there just a plug.

 

Everything is set up on the aem right. I had a couple of leaks. One on the compressor housing where it connects to the chra and my ssqv was faulty. I fixed the leaks replaced all the silicone and clamps with better silicone and t-bolt clamps and did the pressure test over and every time I pressurized the system it would immediatly blow my pressure tester off the turbo so I got all the leaks fixed. I will go back to the dyno in a couple of days.

 

I did not tune the car. It was tuned by a friend who also tunes the motec on the fastest no nos dsm. He set it up and I trust him. The knock voltage was around .53 most of the time but as we cranked the boost to 23 it started to go up a little so we backed it down. I am not sure how much boost I was really running on the dyno though. After I fixed just the BOV I went out for a test drive and I had to turn down the boost controller because the settings that got me 19psi the other day got me 24psi. So I could have been running as little as 14 or 15psi on the dyno and now that the compressor housing leak is fixed it will probably be even more different. We'll see when I get it back on the dyno.

 

What kind of manifold and downpipe is that? Nice setup BTW.

 

i just called it an o2 housing because that's what it's called if it's not a dp directly fit to the hot side. and i say it's restrictive because it is... it is a shoulder, that's bad... you can easily have a mandrel bent piece made... you just need to slice it close to the elbow... it was just an observation and a recomendation.

 

That's way too much advance. Some advice: Print off the all the pertinent AEM manuals, put them in a three ring binder and read them until you have them memorized. Additionally, spend a lot of time on the AEM boards until you know the ECU like the back of your hand.

Did your tuner use boost compensation mapping? Is knock control on? Did you log knock retard? Did you use internal logging? All your answers are in the log assuming you logged the proper parameters. Don't end up like a lot of unhappy ex AEM users, educate yourself.

 

Next time you get on the dyno make a pull and log everything otherwise you won't know what that ECU is doing. Your freind sounds good so he should know. That just sounds like alot of advance for 19lbs but if you are only running 14lbs or so it sounds better. You should log knock with the internal log at 250samples per second so you can see each ignition event to make sure, you would never be able to tell just by watching the parameters box becuase it happens so fast. I hope you get it lined out, well I am shure you will get it lined out.

You should learn everything you can about you AEM though that way you can know exactly how safe everything is and you will know alot of the answers to your questions.

Good luck.

 

Thank you for your observation and recomendation, but I was not asking for a critique of my setup. I was asking for suggestions on what could be wrong other than a boost leak. I have seen o2 housings that are shaped like an s and the car still put down 400whp.

 

Thanks for the suggestions as soon as I get a little more cash I will get it back on the dyno. I had a couple of leaks at the compressor housing and bov and those are fixed. He was logging the data and looking for knock that way. I plan on learning the system, but for now I want to get it set up so I can drive it. You are probably right about the ingnition timing after I fixed the leaks I went out and I was boosting 25psi so I think I was only around 14 to 15 psi when I dynoed and that 19 deg of timing was at that low boost setting. If that is the case I would be very happy with the 320whp on 14-15psi. I will let you all know what happens when I get it on the dyno again. Also I am running really lean now and I would assume it is because I fixed the leaks so there is more air in the mix now. We are gonna do some road tuning this week when he returns from moroso. He is there this week driving the aerocomp dsm.