I'm basing this on info from other holley users that see the same thing, there is some kind of dampener I guess

 

I did not see that. 6.5% slip at the 1/4 is not bad.

 

I don't use a lot of 3rd gear in the 1/8 so the converter does not have a chance to couple

 

if the system is looging at 10 hz there will be random values within a range. at 100 hz it will not be very different i guess, but dont know. if you have an undamped map signal, you will see the same.

 

summarising (have not reread, thread is getting long):

- nothing weird with the 27 psi pull
- you see an exhaus/boost pressure ratio of 1.3 at 27 psi. nothing wrong.
- you say the ratio is higher at 18 psi. while i would not have assumed that would happen with the same turbo, nothing weird either, your compressor/turbine combination just likes that region better. its good and not bad.
- you say the 27 psi pull did not produce more power. now, to make any judgement on that, we would have to see a logg. but assuming the injector on time and fuel flow (whatever your measuring there) has increased according to boost and the mixture didnt change, its hard to understand.

im not sure how you measured hp. you say you took it to the track, you also mention a dyno. how exactly did you determine the power level?

btw, no idea how the co2 controll of the gates work. would you care to explain?

 

I've had the car on the dyno several times, I run a 3 psi spring and use co2 via a dual solenoid setup to control gate pressure, 1 fills and 1 vents

 

Often they use a very weak spring, or no spring in the wastegate.

Then use high pressure CO2 to basically blow the gate shut upon request.

 

Agree with logging pre-post intercooler boost and temp. I don't have 3 boost gauges for fun.... 2 under hood for diag and dyno purposes and 1 on steering column for driving. 1st on compressor housing, 2nd on cold side immediately after IC core, 3rd in intake manifold post-TB. Once you confirm pressure drop of IC core the diagnostic ports can be plugged until you need to use them again.

I'm betting this is a mechanical issue. Never been a fan of CO2 controlled systems but haven't gone so crazy to need it yet, what can be done to confirm its working as intended?

 

My map is logging 27 psi, it doesent seem to have an issue making boost, just not making the power it should

 

Hi, thanks for the Dwell report.
The 5.2 ms should work fine with 65% of rated coil output available.
The V-4 has a MAP DWELL object.
You could add a MAP (BOOST) dwell increase of 1.5 MS @ 27 psi.

My method for EMAP measurement IS to dampen the report BY use of a Weber Idle JET in the line to the sensor, near the sensor, of a .45 size.

Does your crankshaft have the 58x TW ?

You could "log" the Crankshaft Acceleration with FIVE tooth reads, interval reads, within the 30 degree peak combustion window.
This method will allow a combustion quality report for each cylinder at 6 K RPM AND 200 Hz log rate.

Lance

 

24x reluctor

 

What is the RW of the vehicle?

Send Josh some logs of passes last year on the old setup. Include the incrementals of the pass from the log

I'll give my opinion once I see those

 

sorry, what is rw?

 

Raceweight

 

I love when the people that have similar setups come together and solve issues, both for the fun, enjoyment aspects and to provide much needed tech support to non-business end users that share the hobby. I hope one day to have such luck.

as to the pressure sensor, it moves up and down ~10psi. That is quite a substantial difference, and in my opinion is somewhat useless the way it is. I understand that it reads that way for "some reason"- I am not saying it is broken or not working correctly, I am only saying that the way it currently displays data is partially useless, I would want to know how to read the sensor properly or how to dampen it, as has been suggested. In other words, is it 35psi? Is it 25psi? Do we take the mean of the reading at 30psi? How can we tell what the pressure really is? Nobody has addressed this issue yet.

 

Hi King, I am that "Nobody", your "speak".

I could make a better explanation : The use of a R/C circuit for an Air Filter.

Use the Weber Idle Jet as stated (the R), then add a small canister (the C) to the circuit.

The fitment is "inline", first the Idle Jet, then into the Canister, then into the sensor.
The size (volume) of the "C" will effect the Dampening.

Lance

 

I'll bet that exhaust pressure oscillation is 180° out of phase with the other bank...

 

Race weight is 4120 with me in it

 

you can also just use a t and a piece of blind hose. you can put a clamp on it and move that around. and i just drill a piece of aluminum stock and press it into the hose as a restrictor.

its weird the software doesnt have some smothing feature, though.

 

I've only used the Holley software briefly to have a nosey, and in general it falls below a lot of good stuff. And their log viewer is terrible, not sure if it has a filtering option.

That said, even when electronic filtering is available...plain and simple mechanical filtering often still does a better job.

Whether a carb jet, nitrous jet or MIG 0.6 or 0.8mm tip

They just do a good job of it, and it can also help the sensor survive longer too.