The NgoRX8 Build
03-23-2011, 05:56 PM
#203
haha. Thanks guys!
I have not run out of things to mod yet.... But I am in the process of trying to fix whatever problem I have with the engine pinging where it shouldn't. For those who don't know, I had some problems at the Dyno Event. Some detonation, a couple pings,
... Engine is still solid as a rock though, and compression and vacuum is still good. Looks to be I was having problems with the rear rotor, as my compression dropped a few psi there. Injectors were swapped at the dyno event to eliminate the injectors and I am looking into the harness currently.
Basically the engine ping'd at 6 psi with about NA airflow, retarded timing, and 11 AFR at around when the APV opens. MM was, however, asking for an AFR of 7 in his tune to get it to 11 there. I really wish I had a tubular manifold so I could throw in widebands for both chambers to see if theres a difference. It's a mystery I am working on.
I have a spare engine harness on the way so I'll update again soon. Engine aside, having the spare harness will allow me to do BIG THINGs with my current harness. Stay tuned.
As for the Camp2. I am still loving it. I'm hoping the flicker problem with my screen is resolved, it was a heating problem. It hasn't flickered on me since I did some messing around with it, but it has been relatively cold out here. When I get the engine working as it should, I'll go ahead and start getting the extra sensors for Boost, EGT, Fuel Pressure to monitor via the Camp2.
I have not run out of things to mod yet.... But I am in the process of trying to fix whatever problem I have with the engine pinging where it shouldn't. For those who don't know, I had some problems at the Dyno Event. Some detonation, a couple pings,
... Engine is still solid as a rock though, and compression and vacuum is still good. Looks to be I was having problems with the rear rotor, as my compression dropped a few psi there. Injectors were swapped at the dyno event to eliminate the injectors and I am looking into the harness currently.Basically the engine ping'd at 6 psi with about NA airflow, retarded timing, and 11 AFR at around when the APV opens. MM was, however, asking for an AFR of 7 in his tune to get it to 11 there. I really wish I had a tubular manifold so I could throw in widebands for both chambers to see if theres a difference. It's a mystery I am working on.
I have a spare engine harness on the way so I'll update again soon. Engine aside, having the spare harness will allow me to do BIG THINGs with my current harness. Stay tuned.
As for the Camp2. I am still loving it. I'm hoping the flicker problem with my screen is resolved, it was a heating problem. It hasn't flickered on me since I did some messing around with it, but it has been relatively cold out here. When I get the engine working as it should, I'll go ahead and start getting the extra sensors for Boost, EGT, Fuel Pressure to monitor via the Camp2.
03-27-2011, 10:16 PM
#208
Update Time
I was able to swap in a spare harness I picked up on friday. I took out my nicely sleeved harness and threw in this nasty web looking stock harness. Ran it and everything ran the same as before. AFRs still pretty rich in the 9.5-10.5 range, but that's how it was before.
According to MM, the tune should cause my engine to completely choke on fuel in high loads if the issue (whatever it may be) is resolved.
Thus... I must continue searching and troubleshooting...
I was able to swap in a spare harness I picked up on friday. I took out my nicely sleeved harness and threw in this nasty web looking stock harness. Ran it and everything ran the same as before. AFRs still pretty rich in the 9.5-10.5 range, but that's how it was before.
According to MM, the tune should cause my engine to completely choke on fuel in high loads if the issue (whatever it may be) is resolved.
Thus... I must continue searching and troubleshooting...
03-28-2011, 07:25 AM
#209
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Update Time
I was able to swap in a spare harness I picked up on friday. I took out my nicely sleeved harness and threw in this nasty web looking stock harness. Ran it and everything ran the same as before. AFRs still pretty rich in the 9.5-10.5 range, but that's how it was before.
According to MM, the tune should cause my engine to completely choke on fuel in high loads if the issue (whatever it may be) is resolved.
Thus... I must continue searching and troubleshooting...
I was able to swap in a spare harness I picked up on friday. I took out my nicely sleeved harness and threw in this nasty web looking stock harness. Ran it and everything ran the same as before. AFRs still pretty rich in the 9.5-10.5 range, but that's how it was before.
According to MM, the tune should cause my engine to completely choke on fuel in high loads if the issue (whatever it may be) is resolved.
Thus... I must continue searching and troubleshooting...
i hate to say it but i thinkz its best to take the whole thing apart again rather than rebuilding it... over againz..
05-12-2011, 06:20 AM
#211
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I am assuming everything is ok because I do believe I saw you yesterday afternoon on Pathfinder/57s lol and being that we both live in rowland that was the first time I have seen you in the area -_-
05-12-2011, 07:09 PM
#212
Yup, that was me. Your car looks good man.
Everything is moving along. I was actually hitting the freeway so I could do a log. I am currently working on the tune.
It's unfortunate that my first time being 'spotted' in a while was with the stock front bumper. haha! I swapped it on the night before to get some fix it tickets signed off. Did not want to show up to the PD with a slammed front end showcasing the Intercooler...
Let's update while I am at it:
I have ran the car up to 9 psi, with no audible ping/knock/detonation. Higher boost, more timing, and slightly leaner AFRs (still rich though) than was possible on the dyno day, and also without the extra octane increase from xylene that we used on the dyno.
My tune however does still ask for a lot more increase in the MAF scaling (fueling in general, but I believe it is MAF related). I have verified that my fuel injectors are fine and working as they should. My MAF voltage at idle however, seems to read lower than stock. I digged through dozens of very old logs (since 2007-when I wasn't turbo'd) and concluded that my MAF voltage at idle always seemed to be lower than stock (even with the stock intake). It reads approximately 1.09 Volts set at 850 rpm idle (stock is 1.20+ range). Note that this was the case with the stock intake a well. No vacuum leaks, and the MAF sensor is fine (have spare for comparison). It has stumped me as well as others who I have spoken to about it.
Thus, I have left it until I can think of something else and will continue fine tuning.
Everything is moving along. I was actually hitting the freeway so I could do a log. I am currently working on the tune.
It's unfortunate that my first time being 'spotted' in a while was with the stock front bumper. haha! I swapped it on the night before to get some fix it tickets signed off. Did not want to show up to the PD with a slammed front end showcasing the Intercooler...
Let's update while I am at it:
I have ran the car up to 9 psi, with no audible ping/knock/detonation. Higher boost, more timing, and slightly leaner AFRs (still rich though) than was possible on the dyno day, and also without the extra octane increase from xylene that we used on the dyno.
My tune however does still ask for a lot more increase in the MAF scaling (fueling in general, but I believe it is MAF related). I have verified that my fuel injectors are fine and working as they should. My MAF voltage at idle however, seems to read lower than stock. I digged through dozens of very old logs (since 2007-when I wasn't turbo'd) and concluded that my MAF voltage at idle always seemed to be lower than stock (even with the stock intake). It reads approximately 1.09 Volts set at 850 rpm idle (stock is 1.20+ range). Note that this was the case with the stock intake a well. No vacuum leaks, and the MAF sensor is fine (have spare for comparison). It has stumped me as well as others who I have spoken to about it.
Thus, I have left it until I can think of something else and will continue fine tuning.
05-12-2011, 11:14 PM
#213
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lol I noticed that you had a stock bumper and was like ??? but you have a kenstyle rear, lol
Looks good! after that day I was like hmm maybe I should turbo or supercharge @.@
Good luck on your fine tuning
and see you on the streets again, if that will ever happen again lol
Looks good! after that day I was like hmm maybe I should turbo or supercharge @.@
Good luck on your fine tuning
and see you on the streets again, if that will ever happen again lol
07-03-2011, 01:04 AM
#214
In honor of my 10k post, It's Update Time!
Car has been well since the last update. Unfortunately I scored a deal I could not pass up and I had to mess with these.....
Got the new injectors cleaned and flow tested and threw them in. So my tuning started over. Running the Green/Brown/Blue setup now, which means messing with the scaling and latency values. The Red Primaries did run at 90% DC during high load-low rpm ranges, which I did not like, so the Green should fit much better in my application.
I still consistently have the problem I had before with the MAF. I believe it is under-reporting, but am still unsure why. My current MAF scaling of has allowed me to tune/specify calc load for a specific boost pressure. If I were to leave the MAF scale untouched, my load would be in the 120-130% range at 9 psi, which would be dangerous for the timing that is set at that load.
I've decided to attempt to figure it out one more time before I continue calibrating and tuning this new setup. But we'll see how it goes. It is definitely a journey.
Now that it is summer time, my coolant temps have been on the rise. Partially due to the intercooler but also due to my charge piping and intake piping which sits behind the IC. So nevertheless, there will be some changes real soon in that aspect. More to come...
Car has been well since the last update. Unfortunately I scored a deal I could not pass up and I had to mess with these.....
Got the new injectors cleaned and flow tested and threw them in. So my tuning started over. Running the Green/Brown/Blue setup now, which means messing with the scaling and latency values. The Red Primaries did run at 90% DC during high load-low rpm ranges, which I did not like, so the Green should fit much better in my application.
I still consistently have the problem I had before with the MAF. I believe it is under-reporting, but am still unsure why. My current MAF scaling of has allowed me to tune/specify calc load for a specific boost pressure. If I were to leave the MAF scale untouched, my load would be in the 120-130% range at 9 psi, which would be dangerous for the timing that is set at that load.
I've decided to attempt to figure it out one more time before I continue calibrating and tuning this new setup. But we'll see how it goes. It is definitely a journey.
Now that it is summer time, my coolant temps have been on the rise. Partially due to the intercooler but also due to my charge piping and intake piping which sits behind the IC. So nevertheless, there will be some changes real soon in that aspect. More to come...
07-03-2011, 01:28 AM
#215
Partially due to the intercooler but also due to my charge piping and intake piping which sits behind the IC. So nevertheless, there will be some changes real soon in that aspect. More to come...
http://www.designengineering.com/cat...tube-cover-kit
Looking forward to seeing what you have planed!
06-11-2012, 01:30 PM
#218
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I wonder whatever happened to Ngo... 
06-12-2012, 10:53 AM
#223
In honor of my 10k post, It's Update Time!
Car has been well since the last update. Unfortunately I scored a deal I could not pass up and I had to mess with these.....
Got the new injectors cleaned and flow tested and threw them in. So my tuning started over. Running the Green/Brown/Blue setup now, which means messing with the scaling and latency values. The Red Primaries did run at 90% DC during high load-low rpm ranges, which I did not like, so the Green should fit much better in my application.
I still consistently have the problem I had before with the MAF. I believe it is under-reporting, but am still unsure why. My current MAF scaling of has allowed me to tune/specify calc load for a specific boost pressure. If I were to leave the MAF scale untouched, my load would be in the 120-130% range at 9 psi, which would be dangerous for the timing that is set at that load.
I've decided to attempt to figure it out one more time before I continue calibrating and tuning this new setup. But we'll see how it goes. It is definitely a journey.
Now that it is summer time, my coolant temps have been on the rise. Partially due to the intercooler but also due to my charge piping and intake piping which sits behind the IC. So nevertheless, there will be some changes real soon in that aspect. More to come...
Car has been well since the last update. Unfortunately I scored a deal I could not pass up and I had to mess with these.....
Got the new injectors cleaned and flow tested and threw them in. So my tuning started over. Running the Green/Brown/Blue setup now, which means messing with the scaling and latency values. The Red Primaries did run at 90% DC during high load-low rpm ranges, which I did not like, so the Green should fit much better in my application.
I still consistently have the problem I had before with the MAF. I believe it is under-reporting, but am still unsure why. My current MAF scaling of has allowed me to tune/specify calc load for a specific boost pressure. If I were to leave the MAF scale untouched, my load would be in the 120-130% range at 9 psi, which would be dangerous for the timing that is set at that load.
I've decided to attempt to figure it out one more time before I continue calibrating and tuning this new setup. But we'll see how it goes. It is definitely a journey.
Now that it is summer time, my coolant temps have been on the rise. Partially due to the intercooler but also due to my charge piping and intake piping which sits behind the IC. So nevertheless, there will be some changes real soon in that aspect. More to come...
I am assuming you are using cobb, (sorry, late to the party)
Wait wait wait .... you are coverting your MAF scale to a boost scale????
Why would you do that? You want to scale your MAF so that it reads the proper amount of airflow, not the boost you are at.For example at 4krpm 300g/s of airflow may be at 5 psi, but at 8k rpm, 300g/s of airflow may be at 2 psi ... you still want your MAF to give you the same load (Engine VE will affect this, but you get the idea) regardless as you are drawing in the same amount of air
You are not blow through are you?
06-29-2012, 01:31 PM
#225
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I can neither confirm nor deny said rumors...
that's an old pic. jussayin'...