[Alex@Stratified]

Anyone notice the 2900psi?

So this explains some of the extra fueling headroom being discussed. That is a A LOT of pressure headroom.

 

[rader1]

There is still something strange in the Airflow calculation. The OEM turbo will flow 27-28 lbs/min at 16psi at redline so I would expect this turbo to flow more and on top of that not flatline at the same airflow if it is able to hold 22psi to redline. If you maintain the same pressure in the motor as the RPMs increase the airflow will also increase as the motor spins faster and ingests more air over the same unit of time (lbs/min).

The timing is also lower than what I like to see and it is due to ignition correction and it's a bit surprising given that the CATs are not terribly high. This is most likely due to the fuel you're using. I've tuned quite a few people in Texas and I was surprised to see the 93 there was not really up to snuff. Make sure you use big name brand stations for your fuel and you may want to try several stations (or go with a safer 93 and an E85 blend for power).

I'm almost thinking the turbo is way out of it's efficiency range. It's just a modded K03 after all. Maybe asking 22psi at redline is just resulting in diminishing returns. Like duster pointed out, the AFRs look solid so if the calcs were way off I would expect to see that go wonky at the same time.

 

[Silver_Shooter]

So this explains some of the extra fueling headroom being discussed. That is a A LOT of pressure headroom.

Yeah. Cobb mentioned months ago that they had success running up to 2900psi with no rail drops. I think this is the first log posted to actually show it!



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[focus pilot]

he has a light weight flywheel. does that make any difference in load calcs or timing advance strategy?

 

[duster360]

he has a light weight flywheel. does that make any difference in load calcs or timing advance strategy?

No, I don't think so. "Load" is a VE air flow calc thats derived from pressure measurement and airflow models. Timing control wouldn't know the difference
Misfire detection is the only thing I can think of that maybe influenced by a lighter flywheel.

 

[Alex@Stratified]

I'm almost thinking the turbo is way out of it's efficiency range. It's just a modded K03 after all. Maybe asking 22psi at redline is just resulting in diminishing returns. Like duster pointed out, the AFRs look solid so if the calcs were way off I would expect to see that go wonky at the same time.

But the stock K03 "flows" more as far as the ECU's calculation is concerned. Something else is going on here.

 

[ST3 4 ME]

But the stock K03 "flows" more as far as the ECU's calculation is concerned. Something else is going on here.

Recently I have been so buried with work I have had very little time to work on this. I have instructions from randy to do before I do my next pulls. He also is wondering about spark and calculated airflow. He said my spark appears to be getting blow out so we are gonna try reducing the gap by .002-.001 to see if that can help some. Honestly I don't know why it is flowing so low

 

[ST3 4 ME]

Oh and my mods are the turbo and FMIC upgrade, catless DP and straight pipe.

 

[KeggsSt]

Fast Parts Network - Focus ST Stock Turbo Mod 285WHP / 360WTQ



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thank you

 

[Alex@Stratified]

Recently I have been so buried with work I have had very little time to work on this. I have instructions from randy to do before I do my next pulls. He also is wondering about spark and calculated airflow. He said my spark appears to be getting blow out so we are gonna try reducing the gap by .002-.001 to see if that can help some. Honestly I don't know why it is flowing so low

It is worth looking over what your fuel trims are doing (STFT, LTFT). I assume it is reaching AFR targets so let's see if the ECU has to compensate lots.

Have you done a boost leak test?

Finally, I have seen scenarios where boost stayed high but airflow was not what it should be and it was a leaking BPV that would crack under boost and just recirculate the air back into the compressor.

 

[rader1]

No, I don't think so. "Load" is a VE air flow calc thats derived from pressure measurement and airflow models. Timing control wouldn't know the difference
Misfire detection is the only thing I can think of that maybe influenced by a lighter flywheel.

Indeed misfire detection can be altered by an aftermarket flywheel.

In the N54 it's actually a change for the good. For months certain guys running hybrid and single turbos pushing over 500whp were ALWAYS triggering a cyl 5 or 6 misfire at about 6.2Krpms and no-one could figure out why. Eventually a trend was noticed that it was only the guys running DMFW experiencing the misfires. As it turns out the DMFW generates something similar to "hammering" effect under that much stress and the DME interprets it as a misfire. Swap to a SMFW and the issue is resolved

Maybe the DMFW in the ST will be showing a similar weakness once people start making big power.

 

[rader1]

But the stock K03 "flows" more as far as the ECU's calculation is concerned. Something else is going on here.

True, could be a boost leak but I doubt it because WGDC is remaining relatively constant@55WGDC through out the pulls.

 

[ST3 4 ME]

True, could be a boost leak but I doubt it because WGDC is remaining relatively constant@55WGDC through out the pulls.

Yea this is likely the case. I have not detected a leak in the system


I have blocked off the BPV and I have a Turbosmart supersonic mounted just before the throttle body and the signal source is a symposer delete play that I installed a nipple on.

 

[Kevin @ Wicked]

I'm almost thinking the turbo is way out of it's efficiency range. It's just a modded K03 after all. Maybe asking 22psi at redline is just resulting in diminishing returns. Like duster pointed out, the AFRs look solid so if the calcs were way off I would expect to see that go wonky at the same time.

Fords fuel trim response is very fast. What you would need is the corresponding stft and ltft being applied to see how far the air model is off. Thats one thing thats going to screw up alot of things...if the air model is wrong, so will everything else the pcm is trying to do. On a Ford this is the most important item....air model comes 1st before everything. Same thing we see with the Coyote mustangs, but we can correctly fix the air model (maf x-fer, DBW speed density). The ST being SD, the tables would need to have a VE table developed from all the coeffcients etc for the end user to know where to start.

 

[Alex@Stratified]

Fords fuel trim response is very fast. What you would need is the corresponding stft and ltft being applied to see how far the air model is off. Thats one thing thats going to screw up alot of things...if the air model is wrong, so will everything else the pcm is trying to do. On a Ford this is the most important item....air model comes 1st before everything. Same thing we see with the Coyote mustangs, but we can correctly fix the air model (maf x-fer, DBW speed density). The ST being SD, the tables would need to have a VE table developed from all the coeffcients etc for the end user to know where to start.

The question in this case is why would the air model be off unless something was off with one of the sensors? Correct me if I'm wrong ST3 4 ME but this car just has bolt-ons? The fact that it stays at at 24 lb limit is very odd. I would say that it is more likely that something is not being read correctly or mechanically off rather than the model being so far off in this car.

 

[Kevin @ Wicked]

The question in this case is why would the air model be off unless something was off with one of the sensors? Correct me if I'm wrong ST3 4 ME but this car just has bolt-ons? The fact that it stays at at 24 lb limit is very odd. I would say that it is more likely that something is not being read correctly or mechanically off rather than the model being so far off in this car.

also doesn't help that we don't have actual dyno numbers to gauge real improvments.

I looked briefly at the log. Theres alot of things missing that I usually log. Also load is falling off rather quickly.

If the airmodel is wrong, spark delivered (before ks intervention) will be higher (if tables are set up general way) etc.

TB is different, which will alter drive by wire, and dbw also ties into speed density namely (torque tables, torque inverse, and all the speed density tables that correspond and their correct HDFX designation)

 

[Alex@Stratified]

also doesn't help that we don't have actual dyno numbers to gauge real improvments.

I looked briefly at the log. Theres alot of things missing that I usually log. Also load is falling off rather quickly.

If the airmodel is wrong, spark delivered (before ks intervention) will be higher (if tables are set up general way) etc.

TB is different, which will alter drive by wire, and dbw also ties into speed density namely (torque tables, torque inverse, and all the speed density tables that correspond and their correct HDFX designation)

I thought the TB was OEM

Oh and my mods are the turbo and FMIC upgrade, catless DP and straight pipe.

 

[Kevin @ Wicked]

I thought the TB was OEM

thought someone mentioned a TB?

 

[ST3 4 ME]

Ok guys, aside from what is already recorded, what more should I log?

I still haven't had time to even look at my car so follow up pulls and updates from the new tune will be sometime next week

 

[FSWerksVP]

The airflow will most likely continue to be off until Braden sorts out the corresponding model.