Power Cut Under Load

[944m3]

I’m actually using a standalone, MaxxECU. So I’m using the built in boost controller and MAP. I’ve configured the limits in the standalone. Not just boost but oil pressure and rev limits.

I don’t think the boost you want really matters, an EBC would just make it much easier to control, any boost pressure. Plus you would be able to easily have different settings for days you want a little more. You can just hit the throttle and let the EBC handle the turbo. With the Raptor you will feel power all the way to redline. It’s an amazing feeling. And again, that would be at 10psi or 20psi. The EBC would allow you extract all the power at that pressure without hitting your boost limit, no matter what that pressure is. Way more consistent without the spikes of a mbc. In the end it just makes things easier and more enjoyable.

My 2 cents.

[whalenlg]

So - updated the eprom to max out the overboost threshold and not seeing the cutoff so far (Tom - I did the same pass of a truck at the same highway 9 turnout as last week hitting full boost in 2nd gear and no cutout). My boost gauge peak still at 15psi. Its a bit odd that I didn’t run into this before I downgraded my watergate spring.

Thanks for all the feedback!

[Tom]

So - updated the eprom to max out the overboost threshold and not seeing the cutoff so far (Tom - I did the same pass of a truck at the same highway 9 turnout as last week hitting full boost in 2nd gear and no cutout). My boost gauge peak still at 15psi. Its a bit odd that I didn’t run into this before I downgraded my watergate spring.

Thanks for all the feedback!

Sorry, I missed your earlier comment about getting a cut out with the EPROM set to 18psi. Hopefully, maxing out the overboost table solves the issue, but at least now you'll have clear diagnostic info. If it does it again, it's not the DME overboost causing it.

I thought the issue came up after upgrading the turbo, which would make sense. Did you ever have it running on the stronger spring and new turbo, without the overboost issue? Dual port or single port?

[whalenlg]

Hi Tom - thanks for the input.

Let me see - with bigger turbo + bigger spring + cycling valve - no overboost.

Not sure I tracked every change along the way, but I never saw this until I had the bigger turbo + smaller spring + MBC.

Maybe I'm getting more boost at lower RPM due to the MBC?

Mike

[Tom]

Hi Tom - thanks for the input.

Let me see - with bigger turbo + bigger spring + cycling valve - no overboost.

Not sure I tracked every change along the way, but I never saw this until I had the bigger turbo + smaller spring + MBC.

Maybe I'm getting more boost at lower RPM due to the MBC?

Mike

Probably -- the KLR rolls on boost very gently. Your MBC is likely allowing boost to build much more quickly (more of that 80's all at once turbo shove in the back), and so the load is exceeding the overboost curve earlier and longer. You can spike above the curve without triggering the cut out, but if you jump up over the curve early -- my guess is you get to 15psi by 3k or so -- and stay above the curve as the rpms build, you have a better chance of triggering it. Any idea what RPMs you were seeing the cut out?

For that matter, how were you getting to 15psi if you were using the stock KLR chip and cycling valve? The KLR would be working hard to keep you on the stock curve.

[whalenlg]

ny idea what RPMs you were seeing the cut out?
15 doesn't really arrive until 4k+ RPM, cutout was closer to 5k

For that matter, how were you getting to 15psi if you were using the stock KLR chip and cycling valve?
My KLR chip was hand marked - I have the BIN file if anyone wants to look.