Problem during acceleration
Problem during acceleration
I have a problem that seems to have gotten worse a few weeks after getting the car dyno'ed. I've gone from NA to my JRSC race setup (7psi) that was dynoed @ 260WHP & 171ft-lbs about a month ago. The injector size is 550 and I have heard of the potential spray pattern issues but my problems didn't happen right away so I don't believe they would be the issue because of their size or spray pattern. However, I have been told that I may have a leaky injector and wondered if anybody has delt with the same problem. I be guessing if I said it could be the ECU/KPRO since I don't get a MIL light so any help would be great. Attached are two data logs that I believe will show me trying to accelerate with full throttle but the engine seems to backfire some of the time through the intake while giving very little power all of the time. If I feather the throttle I can accelerate as normal on boost just not with full throttle. Also, before the issue progressed to how it is now which is worse it started with back firing from the exhaust when I would lift after full throttle.
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Backfires and flames from exhaust is fairly common on full boost shifts with the rich mixtures you run under boosts.
As for the rest of it -- that's not normal obviously. I'd be interested to hear what this turns out to be. It sorta sounds like some valves aren't closing or something strange like that.
As for the rest of it -- that's not normal obviously. I'd be interested to hear what this turns out to be. It sorta sounds like some valves aren't closing or something strange like that.
2003 black RSX type-s / jrsc @ 12psi / methanol injection / aftercooled
I didn't know that I would be running so rich as to have back firing and flames. Hopefully I won't have any issues with the cops...
Anyway, I'm fairly certain it's not a problem with the valve train as I have listened to it in the garage while up on stands going through all of the gears and heard nothing even slightly unusual. I'm still leaning toward injectors or a possible issue with the ECU/KPRO. When I described the problem over the phone to DSR(dyno shop) they suggested leaking injectors. I'll definetly keep you posted on what I find. Hopefully somebody here has had this experience otherwise it looks like I'll have to take it back to DSR and see they can find the problem.
Anyway, I'm fairly certain it's not a problem with the valve train as I have listened to it in the garage while up on stands going through all of the gears and heard nothing even slightly unusual. I'm still leaning toward injectors or a possible issue with the ECU/KPRO. When I described the problem over the phone to DSR(dyno shop) they suggested leaking injectors. I'll definetly keep you posted on what I find. Hopefully somebody here has had this experience otherwise it looks like I'll have to take it back to DSR and see they can find the problem.
Stop. Both the part throttle and full throttle tuning is way off - fix this before driving the car again.
For part throttle tuning look at the short term fuel trim - 18% rich at constant throttle. This is why you're seeing flames.
At full throttle no boost you've got 7.0ms injector duration; at 8.8 lbs of boost there is actually a little less injector duration, so you're going very, very lean (19:1). I don't know what shape your boost tables are but they must be very flat on the top.
If the engine misfires at all under boost, don't go into boost until you have found and fixed the problem. Remember what you are dealing with here - a cast piston which runs around 0.001" piston to wall clearance. It's not going to take much abuse.
For part throttle tuning look at the short term fuel trim - 18% rich at constant throttle. This is why you're seeing flames.
At full throttle no boost you've got 7.0ms injector duration; at 8.8 lbs of boost there is actually a little less injector duration, so you're going very, very lean (19:1). I don't know what shape your boost tables are but they must be very flat on the top.
If the engine misfires at all under boost, don't go into boost until you have found and fixed the problem. Remember what you are dealing with here - a cast piston which runs around 0.001" piston to wall clearance. It's not going to take much abuse.
Hondata
Damn -- it's a good think somone looked at the datalogs!Hondata wrote:Stop. Both the part throttle and full throttle tuning is way off - fix this before driving the car again.
For part throttle tuning look at the short term fuel trim - 18% rich at constant throttle. This is why you're seeing flames.
At full throttle no boost you've got 7.0ms injector duration; at 8.8 lbs of boost there is actually a little less injector duration, so you're going very, very lean (19:1). I don't know what shape your boost tables are but they must be very flat on the top.
If the engine misfires at all under boost, don't go into boost until you have found and fixed the problem. Remember what you are dealing with here - a cast piston which runs around 0.001" piston to wall clearance. It's not going to take much abuse.
2003 black RSX type-s / jrsc @ 12psi / methanol injection / aftercooled
I don't need to hear that twice. I have parked the car and I am in contact with the tuner about what to do next. As I said before it ran fine for awhile. I have had issues with an error code of communication board error. Is it possible that the loaded cal could become corrupt because of this? I have reloaded the cal and have not seen the error and it still has the problem. I will also check to see if the board is seated again - I did this months ago when i got this error and it seemed fine.
Yes, I heard that it could be either the com board not being seated properly or low battery voltage. I will check the battery later today.
I already scheduled a visit to DSR for this Friday. They mentioned that it shouldn't be the tuned calibration failing. But thought it could be a failing MAP or O2 sensor or the like. To early to tell though. Thanks again for viewing the data logs and steering me in the right direction. I'll post the resolution.
I already scheduled a visit to DSR for this Friday. They mentioned that it shouldn't be the tuned calibration failing. But thought it could be a failing MAP or O2 sensor or the like. To early to tell though. Thanks again for viewing the data logs and steering me in the right direction. I'll post the resolution.
Heres the update. I went back to the dyno shop and the tuner compared the original Kal file that the shop saved from the first dyno session vs. the file I had exported from my ECU. I did this instead of getting the Kal via email - won't do that again. The Kal was corrupted and wasn't even close to the original Kal he had. I sent it to them before I headed to thier shop and they couldn't even open it.
What we think may have happened is a combination of several things - while the Kal was being exported from the ECU to Kmanager it may have had a Communication board error (which has been an ongoing problem - just fixed) and the fact that I didn't have the latest Ver. of Kmanager may have caused the problem. All is well now and for my troubles the shop reloaded the correct Kal and did a little more tuning which yielded another 10WHP & 10ft-lb = 267 & 181 @ 7psi, temp 85 deg. The first tuning session was only an hour and about 90 deg and they still got good #'s.
The communication Board Error - was caused by one or both of the following; The screw holding the board down was loose and the wiring in this car is per Hondata's racecar diagram - Meaning custom done by me which of course isn't as good as OEM. Ex. I found two loose crimp connections on my main negitive battery wire which I've corrected.
With these two issues resolved the Com Error hasn't come up yet so I think I got it kicked.
What we think may have happened is a combination of several things - while the Kal was being exported from the ECU to Kmanager it may have had a Communication board error (which has been an ongoing problem - just fixed) and the fact that I didn't have the latest Ver. of Kmanager may have caused the problem. All is well now and for my troubles the shop reloaded the correct Kal and did a little more tuning which yielded another 10WHP & 10ft-lb = 267 & 181 @ 7psi, temp 85 deg. The first tuning session was only an hour and about 90 deg and they still got good #'s.
The communication Board Error - was caused by one or both of the following; The screw holding the board down was loose and the wiring in this car is per Hondata's racecar diagram - Meaning custom done by me which of course isn't as good as OEM. Ex. I found two loose crimp connections on my main negitive battery wire which I've corrected.
With these two issues resolved the Com Error hasn't come up yet so I think I got it kicked.