Brice's NA V6 Build

https://youtu.be/uQl7zR4KKo8

I believe the just boost (no nos) makes 450hp iirc

 

Yeah i figured u had ordered already but i smelled some fresh meat in here too.

 

Ok I'm back with "progress" as y'all like to call it. It's currently 3:58 am. Lets go. Nothing in any particular order because I'm tired and organization takes energy I dont have atm.


Offending-leaky manifold and gasket (not the gaskets fault, opposing side is just fine)

Oil baked downpipe(s) and mid intake manifold

Stuff that I had to remove to get other stuff off

Nice new turbo blanket so it can be nice and toasty (still just oil cooled btw with no issues, no side to side play out of what is normal, which is basically none)

ded trucc

OEM style gaskets from LCE? they were a gift Thanks mom.

URD typ- Oh wait its already labeled

AEM F/IC 6 and harness. woooot!

I have a question though for anyone following this thread with a map for this AEM unit, would it be possible for me to use one of y'alls maps to save some time? Or does it not work like that?
Thanks.

Oh and a picture that didn't make it was the 650cc DeLeen injectors. They came with a jank flow chart that said that they all flowed the exact same, 668cc's at 3bar, so whatever as long as they make atleast 500cc's happen lol.

All this goes on the truck tomorrow...today...goodnight

 

Wake up! Get to work!

 

Those injectors are going to give you a major headache. I think anything over 400ish cc's are very hard to tune at idle and low RPM's/Load. You will probably be running pig rich a majority of the time. The AEM can tune the pulse width so that might help but no one on here will have tables that will help you at all unless they are running the same exact injectors.

You will more than likely need a professional and a few hours on the dyno to get those to work acceptably.

 

@Clay_916 You have the same injectors as me right? And @vasinvictor Yours are over 400cc's?

 

You couldn't be more wrong.
I run 550s on AEM F/IC 6 and had zero problems- idle is beautiful. That's one of the beauties of the AEM, it actually intercepts and modifies the injector signals. Wish I had gone even bigger for e85. I can't give you my files because I run 550s. It'll be all different for you. Once you get your closed loop tuning done, you'll have no problems whatsoever, other than the stupid slight AFR oscillation unique to wideband trucks. I street tuned closed loop boost easily in a day (once I understood how to tune) I tune top end max boost at the race track in an afternoon. I could have easily tuned that on the street too though. After I got a good tune, I haven't touched it for like 8 months now. My LTFT in closed loop boost are near 0.

 

Ok sweet, I was thinking that bigger injectors weren't really a problem, but I dunno maybe 650cc's is the tipping point...

Oh and did you leave an AEM wiring diagram before? I have the same ECU socket type (I think) so I'm thinking that I can just use your wiring diagram.

 

Yeah those are the injectors I used. They seems a bit weird to install. Just make sure the grommet is centered before you start tightening the rail down and they will smush right in where they need to be.

My maps aren't perfect and it is slightly more tricky to fine tune the larger injectors merely because you're splitting the same amount of tunable incriments over a larger volume of gas being sprayed. I'll get them to you when I can. IMO if you plan to run e85 650's will be just about perfect but if not they are way too big. I think at 10 psi 400-450 will be best. You'll run into some light hiccups at worse with larger injectors though so it's not a huge concern.

If you get to it before I do though I'll give you all the advice I can. I would set the entire map to what ever you need at idle and start there. You want ltft and stft to sum to 0. I.e if your ltft is -15 (from an obd2 scanner) you want to cut fuel until your stft is 15.

All closed loop tuning is via oxygen sensor offset. There is a procedure on aems yt detailing it. In short, hold rpms at 2000 and alter the o2 offset at that load cell and find what offset values you need for the afr's you want to be at under certain boost levels. You'll also want to record the fuel trims your ecu is seeing at these afr values. Then just set the o2 offsets at the corresponding MAP values and set the fuel trim values needed to 0 what the ecu was seeing at the proper MAP cell in the fuel table. I set mine to 13 at 5 psi, 12.5 at 7 psi and 11.5 from 9 psi and up. I used the calculate function for all the in between. I don't think our o2 maps will be similar.

The set up the fuel table takes a bit more time. from my experience, and someone correct me if there is a better way, you need to hold the engine at constant acceleration's for every MAP load value and adjust the trims to zero out. I.e. do a WOT pull and 0 the trims, then a pull holding the engine in the 20 psi MAP cell and 0 those trims etc. From what I can tell, they ecu brackets it's fuel table in a similar manner to the aem table which is based on MAP so if you use this method you can almost completely tune the stock map. I don't think our fuel maps will be very similar either.

I didn't use the maf table at all and the timing table is something like 1 degree for every psi. I did all my tuning on the street, by myself. It's not terribly difficult if you have good awareness. I did most of the open loop tuning in 4th gear, it's difficult to stay at constant acceleration in anything lower cause the truck just takes off

There's a thread on here about wiring the fic 6 with a ton of good information. The wires he tapped were 90% similar to mine.

Hope this helps!

 

That's alot of info! I'll have to do some research and follow what you have said and see where that gets me....

 

It sounds complicated, but once you're into it and understand what's going on it's relatively easy to make the adjustments. Also adjustments are on the fly so you get immediate feedback. FWIW I didn't pull any timing with 9psi. I have good 93 octane (ethanol free too) here and run bkr6e (1 step colder) plug. I also target 10.5 AFR at 9psi, which is rich but damn it's so fast and pulls so hard, I can't be bothered to try to get another 10hp out of it at the risk of detonation. At -1vacuum to 1psi I target 13.5, 2-4psi targets 12.5, 4-9 targets 11.5 (but it never hits above 5psi in closed loop boost that I've observed)

 

I can hit full boost at part throttle pretty easily. It's a tad aggravating and I've wondered if it has to do with not setting up the maf table but since it's seeing way higher values than it should I would think it would be going into OL even sooner. The ecu's on these trucks are pretty restrictive for these types of mods. Are you using maf offsets?

 

No I only used o2 skewing and injector mods. Never touched maf settings. My turbo may be bigger than yours? I've got a 56mm holset and it definitely comes into boost quickly in CL but usually will shift to the next gear before reaching really high boost. I'm automatic though not sure if you're mt?

 

Yeah mt, that might be a factor. My turbo is huge. It's a t4 with .68 ar IIRC. The conditions for OL are pretty tedious though, at least for MT. From my experience it only transitions at over 90% throttle or over 60% throttle after 5-6 seconds. I've read that it's not unusual and that its just common practice to avoid part throttle boosting when you can.

 

Sorry for the blurry pictures...Something happened with the go pro. But as you can (kinda) see its back together! As Clay said the injector seals are, in short, weird. They smush alot more than the OEM ones...
Regardless it started no problem and ran at 9.0-9.5 to 1 AFR However this means they work! Now to tune this puppy. My wiring plans are as follows: Copy Vasinvictor. As far as I know we have the same ECU and such, Type C harness, Wideband, Auto and whatever else may be the same.

I also fixed that pesky manifold leak with the OEM gasket. I had an oil leak out of my valve cover but I think I fixed it with some RTV.

Tomorrow should be full of computers, laptops, software and everything that makes these things fly!

 

What plugs are you using?

 

I think y'all will get a kick outta this.


E3 snake oil plugs No problem thus far...

 

SMH lol

 

Haha I kinda wanna see how long they last