1987 Shelby Z 2.5L running socketed LM with Brian's 3 bar cal on it. The car runs 10.0 on the wideband all the way to 5500rpm. I'm wondering if I should remedy this problem by lowering the fuel pressure, or by doing something with the cal. Thanks for the help as always!
If you can tune your own cals and you have the fuel pressure set right, do it in the cal.
Which injectors?
What base FP w/o vacuum?
How much boost at WOT?
What else is done to the car for supporting mods?
JT
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2.5l with forged Wisecos, and balanced rotating assembly running a T04B-S trim stage 3 compressor in a T3 housing, with a T3 stage 1 turbine in a .48 housing (I know, I know...) The head is a stock swirl head with a 2 piece intake manifold and stock exhaust manifold. Currently running the stock TII intercooler setup, and 18psi boost at WOT. I've got the fuel pressure set at 55psi idle, cam timing at 0, and ignition timing at 14deg BTDC. The plugs are Champion RN9YC gapped to .025. At cruise and idle, the car is steady between 14.5 and 15.0. I have the tools to adjust the cal, just not the know how yet. Thanks!
At idle with the vac line disconnected? or Connected? 55psi with the vac line connected is too much fuel pressure...Originally Posted by audiomaninc
is that my cal in the repository from ages ago?
if so, i really should update those.
brian
vac disconnected
---------- Post added at 04:52 PM ---------- Previous post was at 04:51 PM ----------
It is! The car actually runs great on it, other than a bit rich at WOT.
yeah they ran great on my k car with the 2.5L as well.
are you running +40's? you could possibly have the ones that were a little larger.
id back the fuel pressure down a bit and see if it gets better. im sure it will. when you decide its time to learn what to change in the cal, then you can correct the rich condition that way and put the fuel pressure back to stock.
now if you do have the higher flowing +40's, those may have been rated at 52lb/hr at 43.5psi of fuel pressure.
Brian
I'd back off the fuel pressure too.
14 degree's base is too much, should be 12. Yes, 2 deg's makes a difference.
1989 FWD Turbo Caravan-2.5 TIII, GT35R, auto, a/c, cruise, pwr windows/locks, fully loaded with interior and ran with full exhaust. RETIRED FOR A FEW YEARS!12.57@104 :O)
1984 Chev Getaway van, 6.2 Diesel with a remote mounted turbo setup burning WMO-For sale.
2003 GSW 2.0L TDI, auto, fully loaded, modified, 360K-wife's.
2004 GSW TDI, 5 speed, fully loaded, modified.
Aurora ignition wires for sale. Link to info
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ok, I'll back off the timing and the fuel pressure a touch. Then I'll look into learning how to change things in the cal! Thanks for the help everyone!
Could I check by part number which +40's I have?
No, its an internal difference.
1989 FWD Turbo Caravan-2.5 TIII, GT35R, auto, a/c, cruise, pwr windows/locks, fully loaded with interior and ran with full exhaust. RETIRED FOR A FEW YEARS!
1984 Chev Getaway van, 6.2 Diesel with a remote mounted turbo setup burning WMO-For sale.
2003 GSW 2.0L TDI, auto, fully loaded, modified, 360K-wife's.
2004 GSW TDI, 5 speed, fully loaded, modified.
Aurora ignition wires for sale. Link to info
Super60 roller cams or custom/billet cams. Link to info
Alrighty, I'm at 12deg base timing. Also lowered the fuel pressure to 45psi @ idle with vac line disconnected. Car starts better at least! I'm still in the 10's on the wideband though, but more like 10.4-10.9 depending on RPM. I'm thinking about adjusting the "FUELFULLTHROTTLE" table in the cal to see what that does.
i wouldnt adjust that table. that the first mistake cal newbies (if thats what you are) do is head for that table.
if your car does indeed have 52lb injectors at 43.5psi, then the scaling should be pretty good and you took care of the potential injector difference issue.
id focus on the pumpingefficiency table at this point especially if there are some RPM variations to your fuel curve at WOT. lower your boost as much as possible and load the car hard against the brakes and dial in the fuel at every 500rpm increments at WOT. let the boost and EGT stabilize and then take a AFR reading.
actually, you should download MPTuner and do a fresh cal based on Turbonator-LM. Should provide you with a much more accurate calibration for a 2.5L.
Brian
I already have turbonator-lm...just haven't figured out how to work with the numbers so to speak on that yet to make adjustments. I believe it's in HEX maybe? Either way, I'll just run the car now as is until I have a good understanding of adjusting things in MPTuner, then make a cal with that.
specifically, I have the 2.5-LM cal loaded in MPTuner, and scaled for 52pph/3-Bar...now in editing, for example, the staging limiter, how do I correlate the number on the screen to RPM?
30,000,000/rpm and then convert it to hexadecimal for the value. as you drag the slider, the value you are looking to match with the one you calculated will be in the "bin data" window in the lower left of the screen.
the calculator in windows can easily convert from decimal (Dec) into hexidecimal (Hex). put the calc in scientific mode i think and do everything in dec and then click the hex dot thingy.
brian
My head hurts...I feel like Helen Keller
---------- Post added at 06:33 PM ---------- Previous post was at 06:29 PM ----------
what are the letters for? I see A-D when I move the slider in the bin data box.
---------- Post added at 06:37 PM ---------- Previous post was at 06:33 PM ----------
say I want to change the staging limiter to 5200RPM for the lower. I do 30,000,000/5200, and convert it to HEX, which is 1689. Right? Then I look for 1689, and it doesn't exist in the bin table. :-(
yup 1689 is correct. it does exist. you slide the slider till its close and use the arrow keys to dial it in precisely. heres a pic.
A-D are because in the hexadecimal number system, you dont carry the 1 until you get to 16.
instead of 1,2,3,4,5,6,7,8,9,10 (ie decimal)
its 1,2,3,4,5,6,7,8,9,A,B,C,D,E,F,10 (ie hexadecimal)
Brian
Ahhhhh I'm getting it! Now I suppose the dumb question I'll ask is why in the table description does it say "0x2300=3300RPM", I'm the idiot that wonders why 1689 is less than 2300, yet yields a greater RPM. Unless the 0x comes into play somehow.
the LM uses a reverse table deal. lower numbers = higher rev limit. has something to do with the fact that the LM cant divide.
Brian
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