Who tuned it? Seems like they could've gotten more agro with the mivec, or something else is ****y, like they started the pulls way late. My 2.2 makes 400wtq at 3500rpm, 500wtq at 3750rpm with the MHI red, on a dynojet.

 

Hey Sean! How are you bud?

The graph does look more linear than what I expected, but it seems to drive great. A local tuner and friend tuned it named Darden, he is still growing his business and has a few years tuning evos now. With SoCals options getting smaller for tuners each year, soon we will all have to learn to tune ourselves. I'm sure there is more torque, earlier, left to be had with this setup.

 

Thank you Sir,

I have a dyno graph before with the FP Black. I witness no signs of surge when the turbo is spooling up. When I floored it in second with the FP black at 3000 RPM, it would not break loose the tires until 5500rpm and I never took it past 7500rpm. This is on Pilot Sport 4s in stock tire size. With the TF06-18k it's actually hard to stay out of boost and the car is easier to drive. The turbo seems to light up around 3k and the car pulls hard from 3k up to 7k with increasing intensity. There is no real life sensation of losing power from the drivers seat at 7k. The FP Black just wanted to start doing real work at 5000k, pull past redline and keep on going. This is normally good, but you don't want to stay up that high in the revs that frequently in a highly policed area with state refs from hell.

 

Here are the dyno results with an FP Black, tune by Rick at RRE at that time. November of 2016. I do not have dyno results from the English Racing tune that I ran until just recently as it was an E-tune and they no longer E-tune.

 

I like the wide torque band of the Black and having exhaust flow is nice.

Did they bring the boost in soft from 3000-4500 ? The 18k seems lazier then I would hope for on that size of a turbo.

 

Right, the FP Black was not a bad turbo and I can see the appeal of it for a track car that stays in the 5800 to 8500rpm rev range. I just didn't feel it was as street-able as many people suggested.

I can't find any other 4G63 dyno threads with the TF06-18k to compare to. Am I the first? I did look at the WGDC and it does ramp up as RPM rises. I wonder what would happen if I turned up the boost at lower rpm, added fuel in the right load cells on the fuel map, and kept timing the same.

 

I wonder if the black was tuned soft on the bottom end so it was easier on the drivetrain? A 2.2 mivec mhi red vs 2.3 mivec mhi black should be close in spool up. The bigger crank really helps the low end. It should've been a party in second by 4200-4500.

If the 18K isn't surging at low rpm you can add some duty in to take advantage of the smaller turbo.

 

Honestly, i've always wondered the same thing. My tuner left my rom unlocked so that I could make whatever changes that I need. I may take a peak at it to see if I can't free up a little more power and make the turbo hit harder. It is a speed density tephra v7 rom.

 

This is why we're confused Rany... This graph is a 105k mile Evo8 with stock short block. We did the new GSC R1 cams and a FP JB green, recriculated O2 housing as well. We got 300wtq at 3700 with a 2.0L on this setup. You having a 2.3 and mivec, should smoke this thing.

 

This is a fair point and the reality is there is some more power left in this build. I don't know how much worse the TF06-18k is supposed to be compared to the FP Green, but the expectation is that a 2.3L should still do stupid things with a small turbo.

Compression and boost leak tests are good so I started making adjustments to the tune this week.

I started slow and steady by cleaning up some richness in the partial throttle range which helped a lot. Then I copied and pasted my previous Mivec Map (Aarons Mivec tune) from when he tuned me last into the new tunes Mivec table as the cams are the same. I did not change any ignition timing tables at this time, however, I made sure to adjust the Mivec timing to advance the rows where the turbo is starting to spool and then pulled the MIVEC timing where the turbo was about fully spooled. I believe that was the theory behind it at least.

After this I checked the WGDC tables and saw that they are 0% until they start to gradually ramp up after 2500rpm, starting at 18% and then jumping up gradually. This is against what I read on the forums to help spool the turbo faster. I decided to change the WGDC to 80% between 1000 to 2000 RPM, then quickly ramp down to 18% at 3000rpm to help with spool, then back up gradually to intended PSI. I just need to determine how much of a torque spike is considered fine so I can add some boost sooner and adjust the fuel/timing tables as needed.

 

There is single cell table table for WGDC to be 100% below a certain, check that first.

 

Correct, there is a table for (WGDC = 100% under this load) and it's currently set at 20. Since the load at idle is between 28 and 34, this feature probably never turns on . I saw a few threads of people having a difficult time with it enabled for partial throttle scenarios though. A situation in which we are pushing the throttle 1/3 to half of the way and just so happen to be at the state where WGDC toggles between 100% and the starting percentage for boost control after the specified load in this table is passed. In other words, the turbo switches back and forth between full send and starting spool from the WGDC table.

I'm thinking about richening my fuel table earlier on and turning up the boost earlier on without touching timing yet to see what happens.

 

Yeah, it can, it also won't help all of it. WGDC table should look sort of like this, we have lower boost in 1st to reduce wheel spin, and lower boost in 5th to prevetn overboost with the extra load (from that fp green car with 18psi actuator):





Post your fuel and timing maps. They shouldn't need touched if the tune is done right.

 

You bet Sean. The WGDC table you posted makes more sense to me than what I have right now. I believe the ramp up into boost for E85 is too gradual. The 91 map is using wastegate spring pressure only, but wouldn't adding duty cycle help spool?

 

You can also check the preload on the actuator. I like one turn or so . You don't want the gate cracking as its coming up. My 25psi actuator and setup make about 19-21psi with 0 duty cycle.

Dial up the WGDC at 2000-4000 on your E85 tune. I'd prefer a small spike and then add boost target in to keep shaft speed up. An example .

3000 - 25psi
3500 - 26 psi
4000 -27 psi
4500 -28 psi
5000 -29 psi
5500 -30psi
6000 - With that turbo you may want to start decreasing boost with the added backpressure.

Where does this car run for load? Those are some big jumps in timing after 5500. Those jumps and high backpressure up top may not be ideal.