JDL UEL Turbo Engine Load Drop

[thatonehoonigan]

So I recently installed the new JDL UEL Turbo kit on my twin, and first and foremost absolutely love the kit had absolutely no problems with the install. My car has been tuned via Ecutek by HRI and he's been great help working with my schedule. Now on to my issue, when I was doing my datalogs for the E-Tune, James noticed that my engine load seems to drop pretty quickly after about 5000 rpms on WOT, he instructed me to try and take the intake off to see if maybe it was a restriction and unfortunately the logs for both intake on and off seem to be pretty similar.
I'm hoping to see if anyone has any suggestions as to what would cause my engine load to drop so quickly, as far as I know Engine Load= Torque which means i'm losing power up top and that worries me. Below I have attached the 2 datalogs for reference.

Garrett 2860rs
Wastegate is set to 7.5 psi
Full 3 inch exhaust from the turbo back

Datalog with Intake Filter
https://datazap.me/u/thatonehoonigan...d?log=0&data=6

Datalog without Intake Filter
https://datazap.me/u/thatonehoonigan...d?log=0&data=6

[pgranberg11]

i'm no expert here, but you can check a few things. it would be helpful to list your fuel system. are you on OEM injectors/pump? If so, you could be running your duty cycle high and are basically running out of fuel. The only other thing comes to mind is the wastegate is opening too early? Or maybe a leak in the intercooler pipes when bigger pressure builds the leak becomes more severe? Just things to double check, at least I would if i had an issue like that. Maybe clutch is slipping too if it's oem, not sure your power levels/modifications. these are all just guesses and stuff that I would check if Ihad your problem, not an expert though.

[thatonehoonigan]

Thank you for the ideas, I am indeed on the OEM fueling system I didn't even think of mentioning that my apologies. I am not well versed in the tuning so im not sure how I can see if duty cycle is high?
I did perform a boost leak test and found no leaks on any of the piping, I ran the test to 30 psi.
I am still on my original clutch and im at 42k miles but I haven't noticed any slip.

What would make the wastegate open too early?

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[Wayno]

Engine load is not torque. Engine load is nothing more than an arbitrary value calculated from airflow (MAFV), or maybe SD if that's what james has used.

If you have a problem specifically then the first thing you should do is log the absolute/raw load value, in addition to just the final/calculated value which you have there.

Also prefer MAFV as opposed to the mapped table value.

Anyway, you can see very clearly there's no physical obstruction because MAF rises as normal.
And fuel (both PI and DI) are fine. Not sure why people would comment on fuel without looking at the actual fucking data.

Seems obvious to me the load is being manipulated synthetically, from within the ECU, not from without. You can literally see the interpolation happening by how straight the load graph is, in contrast to MAF, which continues to rise normally. That's not natural.

Go back to james and ask him nicely to double check his:
- axis values,
- the value for MAF Limit has been raised from the stock value of 200g/s to 500g/s.

https://datazap.me/u/thatonehoonigan...-32-33&mark=78

[steve99]

+1 on what wayno said

Also check the Ecutek load limit tables for all maps, as well as the standard load limit tables and the standard max load limit. As well as theflow limit

And the speed density settings maybe it set up incorrectly, or somthing ticked by mistake

[pgranberg11]

Originally Posted by Wayno

Engine load is not torque. Engine load is nothing more than an arbitrary value calculated from airflow (MAFV), or maybe SD if that's what james has used.

If you have a problem specifically then the first thing you should do is log the absolute/raw load value, in addition to just the final/calculated value which you have there.

Also prefer MAFV as opposed to the mapped table value.

Anyway, you can see very clearly there's no physical obstruction because MAF rises as normal.
And fuel (both PI and DI) are fine. Not sure why people would comment on fuel without looking at the actual fucking data.

Seems obvious to me the load is being manipulated synthetically, from within the ECU, not from without. You can literally see the interpolation happening by how straight the load graph is, in contrast to MAF, which continues to rise normally. That's not natural.

Go back to james and ask him nicely to double check his:
- axis values,
- the value for MAF Limit has been raised from the stock value of 200g/s to 500g/s.

https://datazap.me/u/thatonehoonigan...-32-33&mark=78

I did look at both of the logs, but you don't have to be a jackass and assume I didn't read the data... like I stated I'm not an expert and rather they were just ideas. When I was super charged, my duty cycle for my injectors were close to 100% and I was having a similar issue so I figured I would mention after looking at the "fucking data". Thanks

[DeliciousTuning]

Something to note is that EcuTek has the option for a volumetric efficiency compensation based on charge air temp. If this is enabled and your charge air temps get hot towards the end of the pull as many kits do, VE will consequently go down quite a bit and you will see load drop even if boost is steady.

Something else to bare in mind is that when using speed density, load is no longer a calculation of g/rev but instead volumetric efficiency. EcuTek will primarily calculate this "VE" percentage based on Engine Speed & Manifold Absolute Pressure, also taking into account the specs on the engine, charge air temperature, and more.

Just for giggles, I compared to a recent log from a JDL UEL turbo tune I'm working on right now that is essentially an identical configuration. Peak load values of around 2 at wastegate pressure, tapering down to 1.7 or 1.75 at redline. Not quite as low as this scenario, but again many factors at play here. As suggested above, this reference log also showed a steady climb in IAT through the pull which is the most easily explained reasoning for the load drop.

-Zach
Delicious Tuning

[thatonehoonigan]

Originally Posted by sales@delicioustuning.com

Something to note is that EcuTek has the option for a volumetric efficiency compensation based on charge air temp. If this is enabled and your charge air temps get hot towards the end of the pull as many kits do, VE will consequently go down quite a bit and you will see load drop even if boost is steady.

Something else to bare in mind is that when using speed density, load is no longer a calculation of g/rev but instead volumetric efficiency. EcuTek will primarily calculate this "VE" percentage based on Engine Speed & Manifold Absolute Pressure, also taking into account the specs on the engine, charge air temperature, and more.

Just for giggles, I compared to a recent log from a JDL UEL turbo tune I'm working on right now that is essentially an identical configuration. Peak load values of around 2 at wastegate pressure, tapering down to 1.7 or 1.75 at redline. Not quite as low as this scenario, but again many factors at play here. As suggested above, this reference log also showed a steady climb in IAT through the pull which is the most easily explained reasoning for the load drop.

-Zach
Delicious Tuning

Thank you very much for the informative reply, I am planning on getting the JDL CAI they offer for my kit that relocates the filter and using a larger filter by the bottom of the bumper, I probably should try and find a way of cooling my IAT as I live in Florida and it's hot as hell here at times.

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