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The Aspirator said:I checked the datalog, you popped the hose at 3.3psi? And at that point it shows 100% dutycycle () and AFR's in the 9's. Ohh now I see the lean AFR's you were talking about, that's probably where the downpipe separated. Exhaust leak after the turbo would just be annoyingly loud, wouldn't lose much power, but I don't think I've had much more than a few largeish cracks post-turbo, and never had any big leaks pre-turbo.
It's gotta be an MS thing, poor timing, or lack of fuel (or maybe way too much). Stupid suggestion but maybe your timing belt skipped a tooth? Is the belt nice and tight? Mine broke the other day while I was driving along, thank god for non-interference! Cruising along in town and all of a sudden everything dies, luckily I had my tools and was within walking distance of a parts store that had one in stock. I was back up and running in 2 hours. It was cracked in a few places, definitely overdue, but it couldn't have been more than 3-4 years old.
brokehoopity.
Yeah, maxing greentops at 3psi ftw, the assdyno says this thing is going to haul once I get it sorted.
I would possibly take a step back here and thinking about what else that might be telling you. The fact that it went to 100% duty possibly like that suggests other issues.
First issue: Your supply voltage should not drop 2 volts like that. Something ain't right there. You should have a nice strong 13+ volts under load, not 11.8. That ain't trustworthy IMO.
Second issue: 9:1 AFR should not be considered 9:1 AFR. If should be considered "so rich I really have no idea how rich it is". The sensor is essentially pegged.
Third issue: Your accel enrichment is psycho. Look at how the afr spikes up and down when you get on it. It "fires" 3 times at the start of the "pull", adding 4ms of pulsewidth each time. The AFR follows it - way too much.
The main problem with that scenario you don't have a stable afr BEFORE you really load the motor up, so you really cannot tell if the motor is going lean or rich or what, so you can't anticipate where the map is going to *need* to be.
4th issue: At 37kpa and ~15:1 afr your pulsewidth is 2.5. At 102kpa your pulsewidth is 12.5. Assume a 1ms opening time and get 11.5/1.5= 760% more fuel at 5000rpm at 102kpa, vs 3100rpm and 37kpa, with 15:1 afr
So your engine requires 760% more fuel under those circumstances? Doubtful.
Some math:
That's just under 300% more pressure. Now assume a 12:1 desired afr instead of 15:1.
15/12*300%= 375%
So, your actual injector open time should be more like 3.75 times higher not considering that the motor has better VE at 5000 than at 3000. Probably 30% or so.
3.75*1.3= 4.875
So 4.875 * 1.5 = 7.3ms
Plus 1ms for opening time = 8.3ms
8.3ms at 5000rpm: 69% duty cycle.
I wouldn't trust opening time, spark quality, or fuel pressure with supply voltage dropping to under 11volts under load though....
Just some thoughts.
Supply voltage issues forever plagued my GT, and when the voltage dropped, the car would fall flat on its face as though it was a MAF system car with a hose popped off. Was like spark blowout over 100kpa could be another way to describe how it felt.
However, with 13.5 volts changing nothing else, the car was absolutely beastly/perfect.
Find the voltage loss Adrian!
The hooptie's growing up! w000!
How'd the "trying to build a company" thing go?