3900 finally comes to life

josephupson · Posted: Fri Oct 26, 2007 3:08 pm Post subject: 3900 finally comes to life

Finally broke down and purchased a CPS after getting tired of the two older ones teasing me.

It's running very rich and doesn't have the mufflers/glasspacks on yet and sounds pretty mean. The sound was taken from video on a digital camera and isn't all that great since the microphone can't handle the rasp from the exhaust note, but it'll at least give you an idea. The turbos can be heard spooling up just before the rich condition chokes the engine out.

Now I need someone to send me a known TGP 8F code XDF file, bin file and ADS file for datalogging in Tunerpro because the one I have does not work, I am not able to verify the bin file after loading it into the Moates APU1 emulator, the A1 code however works fine and allows datalogging and emulation at the same time. Since it's turbocharged I need the 8F code to work.

scott0999 · Posted: Fri Oct 26, 2007 4:26 pm Post subject:

heres some files you can try, bin is stock

josephupson · Posted: Fri Oct 26, 2007 5:21 pm Post subject:

Did those files work for you?

I was able to restore A1 platform function after a complete failure of anything to work a moment ago when the uploaded file could no longer be verified in the emulator. Then I was able to get 8F emulation without successful ALDL connection.

As I suspected the engine ran much better with the 8F code since it used near 24 lb/hr injectors, my 30 lb/hr injectors were pretty close for the displacement increase, the engine ran much smoother with the 8F code. I'll give the ALDL file you sent a try since it is different than the file have titled LG5 but they're both the same size.

beamer · Guest

definately need a better mic, that sounded like a lawn mower sputtering or something lol.

josephupson · Posted: Thu Nov 01, 2007 5:29 pm Post subject:

I still didn't succeed at getting the Moates APU-1 emulator to function properly with the TGP code and suspect there is a problem with it since now it will not verify the uploaded bin or upload a bin file properly so that the engine will at least run. On one instance it twisted up a file so bad on a chip I burned that it looked like an XDF to bin file mismatch upon viewing. I also noted this morning after a second attempt since Sunday to get some guidance from Moates.net to see if they will at least look at it and tell me if it needs repairing that the Ostrich has been discontinued, hmmmm?

Anyway, the Zeitronix WBO2 datalogger did its job right the first time and was commendable on pointing out a need to change the PE vs TPS % table to get rid of the black smoke on revs.

http://videos.streetfire.net/video/b4d3ee40-0e17-4e41-a5ed-99d901208ace.htm

blackwidowz24 · Posted: Thu Nov 01, 2007 10:02 pm Post subject:

josephupson · Posted: Sun Nov 04, 2007 2:34 pm Post subject:

I used the Zeitronix unit to help make corrections in the rich condition. The little dip to the left of the white line on throttle tip in in the screen shot represents a PE point on throttle tip in and is about 12.5:1 AFR then it progressed to extreme lean as rpm climbed from there. I had drastically reduced the PE vs TPS% and that turned out to be the cause of the rich exhaust during revs. I also lowered the BPW at 0% EGR as well as increased the value in the injector flow rate to get rid of the smoke seen at idle in the video. At the very end of the video you can see the improvement.

I haven't connected all of the appropriate sensors to the Zeitronix unit yet since all I needed right away was an idea of where the AFR was which it did an excellent job of identifying. I'll slowly start to add more fuel back to the PE vs TPS table to fine tune it. The squiggly lines to the right were caused by the fuel cut rev limiter I believe. I'm not sure whether I had the manual trans switch checked in the chip or not but apparently I'll have to ground out the terminals that normally signal the auto trans in the TGP is in gear.

I changed the rev limiter to 7000 rpm which it spins up to now however there are other tables that are affected by those parameters, for instance the signal for fuel pump voltage MALF code 54 is used for injector adjustments based on voltage changes so although it can be turned off it is better to have it working.

When I return to finish it up I'm hoping the emulator works properly to make it easier. The solid mounted drive train makes a tremendous difference in the launch, I think the front end might come up off the ground on a good 1st gear start. Unfortunately the no brakes surprise kept me from testing the theory.

88ragtop · Posted: Sun Nov 04, 2007 9:41 pm Post subject:

josephupson · Posted: Sun May 04, 2008 5:24 pm Post subject:

The last test drive was much better and still suggestive of the spark table needing to be a little more aggressive, I added about 2 more degrees but didn't datalog to check for detonation this time since the 93 should be good enough for 7psi. Running on 93 octane may have a lot more to do with it at the moment not having detonation. It barely saw 7psi under full boost so hopefully it's efficient enough to run 7psi on 87 octane which will leave a lot of room for higher boost eventually 12 psi which should really make the 1-2 shift special.

So far that test drive was with no intercooling or water injection, and a maximum boost of barely 7 psi actually less considering the datalog did not show boost reach 150 kpa. The smaller turbine housings, water injection, increased boost and tuning should put it about where I would like to have it.

I have to take a moment to bring attention to the fact that the stock compression for this engine is 9.8:1. There have been many debates and arguments about needing to run low compression with turbos here in the past. You should run as high a compression as the boost level you intend to run will allow. In my case once water injection is installed 14 psi with pump gas should not be a problem.

There is also a possibility the oil jets for the pistons are helping also because oil temps are running on what to me is the high side at just over 220 suggesting additional heat being absorbed from the pistons, at some point I'll get more air to the oil cooler.

http://videos.streetfire.net/video/3900-V6-Turbo-Fiero-tunning-runs_159990.htm

88ragtop · Posted: Sun May 04, 2008 8:55 pm Post subject:

josephupson · Posted: Sun May 04, 2008 9:04 pm Post subject:

88ragtop · Posted: Mon May 05, 2008 8:33 am Post subject:

Sounds good!

josephupson · Posted: Mon May 05, 2008 10:40 am Post subject:

josephupson

I haven't posted here about it in a while but I'm nearing road ready status with the swap since the upgrades. I'm just coming off an attempt to use code59 which I was not successful at. I'll try again later now that the engine is running since it was still a little difficult to get started at first upon switching back to TGP 8F code. I would really like to run code59.

I was able to get the front mount intercooler setup installed and plumbed up before leaving this time and have the air filtering system, electronic cruise, and about 3 or four other wire related functions left to install and that shift cable I melted before it can be road tested.

I unblocked the camshaft allowing it to return to the stock startup position where it remains locked automatically in the advanced position if the VVT module is not energized. I tested it while the engine was running and it works, the rpm dropped a bit and the exhaust note changed.

Otherwise with the cam starting out in full advance my idle vacuum has gone from ~13 inches vac to 18 and my compression test after the cam position change resulted in an average cylinder pressure of about 222 psi with a range of 213-235 psi. The exhaust system was upgraded to headers also, so my bottom end performance should be greatly improved.

I think the 3A racing mufflers I picked up from Advance autoparts sound outstanding. I purchased silencers for them off ebay because the mufflers are straight through with a perforated tubing and no internal louvers. You'll be surprised by the silencers performance.

http://videos.streetfire.net/video/39L-open-exhaust-muffled_635875.htm

I haven't figured out the alternator yet other than so far it does not require energizing to work for the 3900 application, it is on by default apparently and switched off by power to the regulator.

josephupson · Posted: Sun Feb 15, 2009 9:20 am Post subject:

My Zeitronix WBO2 programmable auxillary output will be used to retard the cam at about 4500 rpm. The shift light logic could be used also depending how long it can be programmed to stay on once conditions are met. It has a limit of about 6300 rpm though and my redline is set at 6600.

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