MMS 220 Build for "Ghost Hawk"
Thread Starter
Joined: Jul 2014
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From: My own internal universe
nice man lol i need to do more research on the MM can. are you going with the pcv version?what is the difference than having just a breather on the VC if you go with their pcv and breather on the can? sure it has a pcv but wont your oil get contaminated just like a normal breather
Thread Starter
Joined: Jul 2014
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From: My own internal universe
My new cam is a little smaller than my previous cam. Was a TSP 228R 114 and now 225/227 114. The heads are better though. The breather is ideally to let fresh air in not out. The MM PCV can is still the way to go, even of you have a breather on the valve cover. It would be between the ls6 valley cover/opposite valve cover and the intake. A breather on the valve cover is only suggested of you are running speed density and/or the engine vacuum is not connected to the PCV system. A breather will allow unmetered air into the engine like a vacuum leak.
Solid work. This is exactly the build I was doing until I changed my mind at the last minute with Tony. My 220's went to someone else and I am now going 416. Anywho, I'm stoked to see the numbers and feedback and this and other MMS 220 builds.
Thread Starter
Joined: Jul 2014
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From: My own internal universe
Probably me. Lol!!! When I got them tony said they were originally for another customer whose build changed for larger cubes. That's how I was able to get them so fast!!
Those had to be mine! I kicked the idea around of going bigger with him the weekend before they were supposed to ship. I changed my mind at 4am that monday morning. LOL. Glad to see they went to someone with an attention to detail.
With a cold engine you stay in open loop until it warms up. If your VE table is off in SD it could be your problem although I think my AFR is around 13 (cold engine fuel enrichment like an old school choke) and it slowly goes up to 14.7 over 175" ECT
Thread Starter
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From: My own internal universe
Ok that makes sense. I found the open loop table, and if I'm reading it right, it's a multiplier below about 160. Looks like it's multiplying the fuel by 1.15. I was thinking to extend 1.00 down lower in the table. The multiplier is also larger at higher MAP. With a larger intake and the cam, I bet the manifold pressure is higher too, so it's like a double whammy.
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You guys are like related or bonded by fate or something now.....LOL
And Darth.....Gluemaker is your FATHER!!
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Tony@MamoMotorsports.com
Anything worth doing is worth doing well. Build it right the first time....its alot cheaper than building it twice!!
www.mamomotorsports.com
Tony@MamoMotorsports.com
Anything worth doing is worth doing well. Build it right the first time....its alot cheaper than building it twice!!
Last edited by Tony @ Mamo Motorsports; Aug 17, 2015 at 10:01 PM.
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Verdad Gallardo Thread Starter
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From: My own internal universe
Lol, I don't remember what I have on my OLFA table but I do know that you want a little extra fuel on warm up. Is more important if you are running cats though. Also check your cat overtemp and zero all that out.
Thread Starter
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From: My own internal universe
I tried something, figured the worst that could happen is i'd just unplug it if it's off - I ratioed up the MAF table values from 78mm to 102. Now, since it's an area function, the ratio was 51^2 / 39^2, or 1.71:1. I know it isn't perfect, but I think it's fairly close. This morning, I plugged in the MAF, and instead of hunting for idle, she just fired up, went straight to 1200 and then dropped to 900.
So, I drove her to work, and for about he first mile, there was some bucking as the fuel trims and closed loop tables started learning themselves, but after that, she got smooth and powerful.
Still have this wicked high fast idle (1500-2000 rpm). If the wheels are moving even 1-mph, it idles high. Once it comes to a dead stop, it drops in. Not sure if that is adaptive idle or DFCO or something as yet undiscovered. Still learning the acronyms and nomenclature.
I should be getting a professional tune on Friday anyway, but I like knowing how things work, and I'm not pulling her hard anyway.
Thread Starter
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From: My own internal universe
Thread Starter
Joined: Jul 2014
Posts: 10,451
Likes: 1,873
From: My own internal universe
Ok since I obviously don't understand the MAF calibration, I put it back to stock and unplugged it. Next I went to the injection timing table and added 90 degrees (1) to the values. So much better on startup fueling. So much better. Still running rich, but not spitting liquid fuel.
Also, the air adder was set to engage at 2mph and disengage at 1 mph. I changed this to 82 and 81. So, the fast idle won't kick in at all, allowing the adaptive idle to just work.
I'll drive it in about an hour and see how it does.
Also, the air adder was set to engage at 2mph and disengage at 1 mph. I changed this to 82 and 81. So, the fast idle won't kick in at all, allowing the adaptive idle to just work.
I'll drive it in about an hour and see how it does.
Thread Starter
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From: My own internal universe
Well the injection timing change completely tamed the cam. No chop. Gained quite a bit of low end torque. Only remaining major issue is initial start, cold or hot, it idles really low until it finds itself. Usually 3-10 seconds. Then, surges a bit for the first 12-20 seconds of driving, then runs great.
So, on to the cranking tables...I think
So, on to the cranking tables...I think
Thread Starter
Joined: Jul 2014
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From: My own internal universe
Cranking VE's for the win!!!
It's sill rich as hell, but at least it fired right up instead of sort of lazily coming to life.
Dyno time scheduled Friday 4pm pacific
It's sill rich as hell, but at least it fired right up instead of sort of lazily coming to life.
Dyno time scheduled Friday 4pm pacific
I think my system is about the best regular PCV system that can be done and the bonus was it's nearly invisible and cost under $50. The downside is it is so efficient that I occasionally nearly fill it up with water condensation.
Well the injection timing change completely tamed the cam. No chop. Gained quite a bit of low end torque. Only remaining major issue is initial start, cold or hot, it idles really low until it finds itself. Usually 3-10 seconds. Then, surges a bit for the first 12-20 seconds of driving, then runs great.
So, on to the cranking tables...I think
So, on to the cranking tables...I think
Thread Starter
Joined: Jul 2014
Posts: 10,451
Likes: 1,873
From: My own internal universe