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But power is substantially up?
What was the injectors before / after ID1700 to FIC 2150 ?
Perhaps we can calc how much MORE fuel is going in this puppy?
But power is substantially up?
What was the injectors before / after ID1700 to FIC 2150 ?
Perhaps we can calc how much MORE fuel is going in this puppy?
Power feels less actually. Correct, injectors before/after are ID1700/FIC2150
This was the first time I drove it with the higher boost and it doesn't feel like everything is a blur like it did before. If you notice, both load and Maf HZ are down.
Originally Posted by artine
How is the driveability of FIC2150 compared to ID1700 and ID1300?
ID1300 was the best of the three by far. 2150 not bad but the worst. Since I can't get E79 anymore and am stuck with E67 I am probably going to put the ID1700's back in as they drove much better than the 2150's.
You have any way to measure turbine rpm? I thought that turbo had a spot to drill and tap for one. Would be a great addition to your log channels. Easy to see if you got a boost leak like that.
You have any way to measure turbine rpm? I thought that turbo had a spot to drill and tap for one. Would be a great addition to your log channels. Easy to see if you got a boost leak like that.
Nope and nothing on the housing to add one. Precision turbos are pretty bare bones. :P
Another interesting bit I discovered after looking over datalogs. My AFR at WOT now leans out the longer I drive the car, about .5 AFR leaner. I literally have never had that happen until now. So is it the FIC 2150's or a by-product of the -8AN feed line from tank to rail, or the fuel rail? *it is a mystery*
I've seen this happen before on other Evos but every one was because they where running the fuel pump at full song all the time. I'm not doing that, I still have my fuel controller ramping up voltage with boost pressure. I have it running at 40% at idle/cruise and ramping up to 100% at WOT.
I just had a derp moment as I remembered that I had swapped a GESI UHP cat in. That for sure is part (if not all) the reason I am having to use higher WGDC. Still going to do a boost leak test to make sure but yea, things are starting to make more sense now.
My car is around 0.2 leaner once the engine is hot (after a few pulls once warmed up). This is on stock engine but the engine condition may not be optimal as the compression test also shows some variations depending on how hot the engine is.
Are you able to log all of the compensations to fueling and see if one of them is affecting the AFR differently over your drive? Maybe coolant temp or AIT comp? This is where a standalone might make troubleshooting easier.
Are you able to log all of the compensations to fueling and see if one of them is affecting the AFR differently over your drive? Maybe coolant temp or AIT comp? This is where a standalone might make troubleshooting easier.
It's neither. It never did this before doing the fueling upgrades. Already checked the comp tables, all the same as before, and shouldn't be changing anything at the operating levels I am talking about, plus I never saw this before even on track when it gets much hotter in coolant, oil, MAT and IAT temps
Originally Posted by artine
My car is around 0.2 leaner once the engine is hot (after a few pulls once warmed up). This is on stock engine but the engine condition may not be optimal as the compression test also shows some variations depending on how hot the engine is.
I'm not talking about before/after the car is fully warmed up. I am talking about after the car is fully at operating temp and the AFR's increase the longer I drive it, even with the same coolant IAT and MAT temps.
AFR could perhaps be a dying O2 sensor? I am surprised the GESI cat would have much impact, as that is a serious CAT. I didn't see that much of a change at all; but I am not at your power level.
Are you seeing the injector PWs getting shorter from pull to pull as it gets leaner to confirm that it isn’t a fuel pressure issue? Another shot in the dark — is battery voltage staying relatively consistent for the successive pulls?
My hunch was right, the car is really down on power with the different parts compared to before. It's not flowing as much through the top for sure. I have the WGDC maxed and boost is dropping down to 27psi up top.
It's down about 80whp. I know this is a totally different dyno on the other side of the country compared to before, but the car does feel softer than before for sure. I think it's time to take the cat out and go back to a test pipe. I also wonder if this turbo (5558 Gen 2) is too small with the CNC ported head and cams. I'll probably leave it as is because I am honestly sick of messing with the car.
I think this Mustang isn't calibrated 100% for Evos as the turbo didn't spool as fast as it does on the street.
What Dyno was this done at ? Are the fuel AND air numbers lower ? While boost may be lower, remember that boost only exists due to a restriction. So with your head being upgraded boost could be lower but power increased (which I realize you didn't see both of those). So the Dyno is different , fuel, turbo, head, and exhaust now has a cat. Lot of changes.
Mustang dyno right by the Hudson airport. Shop is called Street Tuning Performance -N- Sound.
Originally Posted by Jaraxle
While boost may be lower, remember that boost only exists due to a restriction. So with your head being upgraded boost could be lower but power increased (which I realize you didn't see both of those). So the Dyno is different , fuel, turbo, head, and exhaust now has a cat. Lot of changes.
Yup, that is what I am saying, I don't think the smaller compressor and the cat are working well with the CNC ported head and larger cams. If I had any more interest or energy left in modding this car, I would put a 5858 back on or a Gen 2 5862.
I might swap back in a test pipe and see if it changes anything. Especially since I no longer live in California.
