***Official UT Chat Thread***
well, so far so good.... sort of.
I've now installed the plx wideband, vac/boost module, and their multi-gauge. Everything appears to be working properly, but I have some concerns.
Previously I had the cobb sf-intake on the car and I would hit boost cut and throw overboost condition CEL codes. I took the intake off and the problem went away. With the boost gauge in however, I can see that my car is often spiking to 25-26 psi and then dropping back to 19.5 as it smooths out. The 25-26 psi spike is only for a split second, but I believe that split second is still something to be concerned with. During a 5th gear to 4th downshift, I even saw it spike to 28psi under hard acceleration. I want to make clear that these spikes are literally faster than I can see on the gauge sometimes. If I didn't have peak and hold features it would have taken me even longer to notice simply due to how quickly the car backs off.
one of three things is going on: The gauge is inaccurate, the car is boost hunting, or this is simply normal. I do not believe the gauge is inaccurate (T'd at the intake manifold, doesn't output any other erratic or unexpected figures), and I am very reluctant to call this normal. I have a 3port ebcs and I may just install that tonight but tuning for it is a little intimidating to me right now. Any input anyone has on any of this (the boost spiking or the 3port ebcs tuning), would be greatly appreciated.
I've now installed the plx wideband, vac/boost module, and their multi-gauge. Everything appears to be working properly, but I have some concerns.
Previously I had the cobb sf-intake on the car and I would hit boost cut and throw overboost condition CEL codes. I took the intake off and the problem went away. With the boost gauge in however, I can see that my car is often spiking to 25-26 psi and then dropping back to 19.5 as it smooths out. The 25-26 psi spike is only for a split second, but I believe that split second is still something to be concerned with. During a 5th gear to 4th downshift, I even saw it spike to 28psi under hard acceleration. I want to make clear that these spikes are literally faster than I can see on the gauge sometimes. If I didn't have peak and hold features it would have taken me even longer to notice simply due to how quickly the car backs off.
one of three things is going on: The gauge is inaccurate, the car is boost hunting, or this is simply normal. I do not believe the gauge is inaccurate (T'd at the intake manifold, doesn't output any other erratic or unexpected figures), and I am very reluctant to call this normal. I have a 3port ebcs and I may just install that tonight but tuning for it is a little intimidating to me right now. Any input anyone has on any of this (the boost spiking or the 3port ebcs tuning), would be greatly appreciated.
What do your Baseline boost, Max WGDC & Error correction tables look like? Your spike problem could lie in there. The reason you hit fuel cut is because the spike cuased you to hit higher loads than the fuel cut table would allow.
Haha, deal, I can handle Puzzle Fighter. I suck at Street Fighter though. Barely beat Khang playing Ryu and he played one of the new Super SFIV characters he didn't even know.
To the guy looking for a body shop. Russ's Auto Body in Sandy area (around 9600 s by the freeway, by Classic Skating) does great great work for a good price.
If you feel spendy, go to Alpine Auto Body. They fixed my Carrera up better than new.
To the guy looking for a body shop. Russ's Auto Body in Sandy area (around 9600 s by the freeway, by Classic Skating) does great great work for a good price.
If you feel spendy, go to Alpine Auto Body. They fixed my Carrera up better than new.
PSI based control?...Have you logged this with the MAP sensor?
What do your Baseline boost, Max WGDC & Error correction tables look like? Your spike problem could lie in there. The reason you hit fuel cut is because the spike cuased you to hit higher loads than the fuel cut table would allow.
What do your Baseline boost, Max WGDC & Error correction tables look like? Your spike problem could lie in there. The reason you hit fuel cut is because the spike cuased you to hit higher loads than the fuel cut table would allow.
Last edited by boozeup&riot; Jun 4, 2010 at 07:01 AM.
Does anyone have a clutch alignment tool I can borrow? My new clutch didn't come with one and I really want to try and get it installed this weekend. Pleeeease? And I'm still willing to provide food/beverage and a little moolah to anyone willing to help me install the thing properly....
wish I could be there but have other things going on tonight. Maybe Next week tho 
