Turbo BS Thread

Exactly my point, I am sure any tune that survives being turboed, does use a richer mixture. At some point of increasing load, 13:1 is no longer acceptable, and then richer becomes better, so knowing what the current mixture is at any boosted load is little use unless you also know what the threshold of pinging (as mixture) is for that same condition. Without defining the needed mixture for the situation, what good is knowing the current mixture?

Again seems like the knock sensing is a more informative protection, mixture only tells a part of the story?

 

Cars that are boosted from the factory have some pretty rich afr and a good amount of timing pulled.

 

Yes, understandably, these are Detonation Limited engines, so pulling timing and richer mixtures are necessary at high boost, to prevent detonation. And certainly any surviving turbo engine that is detonation limited, is tuned to run rich enough, AND lesser tuned survivors are tuned to run extra rich (safe than sorry). So if dialed in precisely, then at some threshold of load/rpm, it begins to get richer. This is all initially determined on a dyno. So the wideband allows to monitor mixture, but how do we know what it needs to be, how do we know the mixture curve that is just rich enough to prevent detonation. Is there a way?

Is it that with monitoring a wideband, it simply is initially used more to learn from, and then later we can likely identify when something is different? Or is it only useful with identifying plenty rich enough, since we do not know where the point of 'lean enough to ping' is?

 

20mi drive this morning on the stock y-pipe, ambient temp 65-68°F.

Idk why but it feels stronger again lol took it down from 9-10 psi to 6-7 and it felt stronger, but that made sense to me, was able to reason that out for myself. But idk why putting a more restrictive pipe back on feels stronger too. Weird. That may be an odd placebo of course though.

Maxed at 7.5psi was the highest I observed. Most of the pulls depending on gear were 6.5-7. Nice.

Edit: I guess for what it's worth, this is the setup that OVT developed the kit on: OE y-pipe, TRD catback (which is what I have). Although my tune was taking the y-pipe into account so idk. Fuck it.

 

For performance it's really just a test between timing and fuel. A lot of runs to get some good numbers and data built up on a motor. That's why you'll see some guys that are known for tuning subaru. Others good at 2jz. An egt would help on the dyno. Can see how hot you are getting. Some engine like more timing. some like leaner conditions. I've tuned all my engines myself but I'm way below the knock threshold.

 

If you're stock fuel system is at capacity and the new y pipe is putting you just past it, could a meth injection (I know it's not ideal to substitute this for fuel) get you where you need to be since it will help with detonation which is essentially what richening up the fuel mix is doing? Or has someone made a 7th injector kit for the 3.5 that would be tunable with OV?

 

I don't believe any 7th injector kit has been tried/made yet.

It could do the trick, who knows. Would be solid for keeping temps down at minimum

 

I think even distribution of meth would be very effective, and either 7th injector or a single point meth injection, would likely provide the small margin of safety for this situation, I suggest caution with regard to tuning for either, or with consideration of turning up the boost, and leaning on this too heavily.

From the books that I have been reading: Multi port injection intake manifolds of today, are designed without consideration for distributing wet air (fuel or water). Adding a throttle body injector will affect average mixtures and cyl. temps., But one or two cylinders will likely get a lions share, and one or two will get very little; of the moisture. Your wide-band may indicate happiness, but individual cylinders could tell a different story. This is subject to testing and experimentation, as just because this manifold is not designed for wetness, does necessarily mean this particular one would be terrible, but there have been manifolds intended for wet-air (carburetors), that produced uneven distribution, so is reasonable to expect any manifold designed for only dry air, to be ineffective at distributing wet air.

Single point injection has proven effective (enough) on a number of engines, which may make the above seem overly concerned, but they have proved out over time, or possibly inject with excess, catering to the least fed cylinder. I do believe for @mZiggy , single port may well provide the small margin of safety that he is looking for, But for anyone that wants to tune this engine with use of single point injection, should proceed with caution, or use port injection; as single point has not been proven on this manifold yet.

 

This thread is ridiculously long to con through. But does anyone have a vacuum hose routing diagram for the turbo setup. Internal wastegate, BOV, Boost sensor (Not Boost Controller), the vacuum hose that were connect to the Cold Air Intake.

 

For a first gen?

 

I have two 7163 in boxes for spare parts if you want to buy them. No exhaust housings. The wheels are shot but you're welcome to them.

 

@mZiggy do you have the power max or the oe Garrets? What's your lbs/min? Those turbos should be good for 15-20 psi on an F150. If the downpipe is giving you the issue it could be that it's too much back pressure and they're actually hurting it and the turbos. Also have the fuel pump desired/actual and the injectors from the catalog? Could be a fuel issue. You need a better boost guage and AFR too. You're seeing narrow band not wideband probably. As most computers don't monitor that without turbos as OEM. The only truck I know that monitors wideband is the F150 and I still put a guage in.


What I mean is load that datalog up

 

They were the base kit turbos but either way it's not my concern anymore.

Sold the truck on Saturday to the dealer for more than I paid for it and walked away with a tundra 5.7L. Will decide later if the next gen tundra looks like something I'd want to upgrade to.

 

I don't have a diagram. It's 2 separate lines.

-You do a line directly from turbo compressor housing to wastegate. That opens the wastegate at your preset base boost. If you get a boost controller, that goes in between the 2.

-Directly from the manifold. ( the volume between the throttle body and intake valves) Map sensor, BOV, FPR. You can do T's or a small manifold block.

 

What are you trying to get for them sir? I am not sure if i will need these for parts, but they might be nice to have on hand just in case..

 

Considering OVT's poor support for existing TT kit customers, it was pointed out to me that it's probably for the best anyway, in the event that anything went wrong and I was fucked somewhere.

Regardless, I saw an opportunity and took it.

Maybe when the next gen tundra drops I'll feel like it's worth it and if price gouging isn't happening, then perhaps I'll trade up. I'm hesitant to begin modding this v8 Tundra much before I know what's up with the 4th gen

 

Amen to all of that.

 

$150 and you can either pick them up or I can ship them over to you

 

In my latest Tacoma mod adventures. I finally got around to welding the Treadstone Performance end tanks onto my Garrett intercooler core. I was very pleased at how clean the casting of those end tanks was.



The bottoms of the tanks were a little longer than the core, so I had to trim them and plate.

These end tanks came with diverters welded in. A major upgrade over my current intercooler. Plus a far superior core.

Only took something like 5 or six years to get around to this. I was hesitant until I felt confident enough in my welding skill.