Pure Turbos Stage 3 (PS3) dyno results for N55

[whyzee125]

Are you still on the single 535 pump? How's it keeping up now that you're on full e85?

[houtan]

Originally Posted by whyzee125

Are you still on the single 535 pump? How's it keeping up now that you're on full e85?

No I switched to dual 450s first. At the higher boost levels, The single 535 may have worked if I added the PR regulator upgrade with 5 bar regulator and return line, but it still would’ve been maxed out. Since I have a BPM4, I opted to go with the dual pump set up for additional headroom and so I didn’t have to upgrade anything else for the time being. I also know someone else running similar power level with the same pump setup and the high-pressure fuel pump duty cycle and rail pressure are both great, So that’s the right I went.

[jammapic]

Interesting stuff on the self tuning… I’m on the same software version and very interested in your thoughts on factory boost control?

Does anyone have any information about what’s different between the different map versions? 1.6, 1.84, 2.0 etc?

There seems to be no information on the real changes.

[houtan]

The factory boot control works great if you have a tuner that knows how to dial it in. On our ROM, most go to a commanded wastegate approach because it’s easier. But, JPuehl, uses the factory PID and the boost control is awesome.

Having said that at the higher horsepower levels, the pneumatic wastegate becomes an issue. I would be lying if I said that I knew the exact technical reasons but my guess is even though the wastegate can’t manage the boost or airflow and gets pushed open. and boost starts to drop in the upper revs when we got above the 26 psi range.

So most with the bigger turbos switch to a pressure based waste gate, Mac solenoid, and either an electronic boost controller or something like the reflex plus.

Sorry, I have no clue on ots maps. Never used them.

[jammapic]

I’ve been a software developer for 20 years, and engine tuner / mapper for nearly 15.

I’m curious because I’ve always used closed loop strategies, where you’d request a specific load / boost and work the ecu to give you this. It seems strange you’d lobotomise the ecu to simply work on a reactive basis when you command a specific watergate duty…?

[houtan]

Totally agree.

On the e series cars, we were missing the necessary logging channels to understand what the PID was doing until recently when MHD added them. It was still possible without the logging channels, but much more difficult. The cwg approach was was easier, especially for an amateur like myself. But JPuehl was able to do it.

With the big turbos, going to a MAC and ebc is a great option since the pwg doesn’t hold the power. With the reflex plus and the recently released MHD plus, we can now use a MAC and the factory PID as well.