one thing after another lately, potential boost leak

[jcm]

sup everyone, I recently made the mistake of comitting a custom tune to flash with a brand new laptop that had not yet had power and sleep settings configured, the laptop went to sleep and interrupted the transfer. I was successful in uploading the tune afterwards under the condition that i did not turn off the ignition under advice from my tuner and then simply perform a reflash. this appears to have worked as the type s burble configuration is still working. however in days following this incident, there has been a common deviation of around +/- 8 pounds for boost commanded versus boost actual. should I be doing a "return to stock" and then a reflash? would that even help? I am also investigating the physical potential for boost leak as obviously that would be the other implication there from booost command versus boost actual showing a common delta. any thoughts? am i on the right track

Sponsored

 

[YG--]

I would definitely consider reflashing to stock, check if the boost leaks still occur and if it doesnt flash the tune back in to see if they’re back…

if the boost leaks still occur, then i guess it might be a physical leak, consider using some type of leak detector (smoke) to figure out if its leaking

 

[jcm]

update:

this has been fixed.

factor 1: failed flash transfer
factor 1 follow up: I called hondata support and asked about this interaction, in this case since I had received the advice to simply leave the ignition on and simply reflash the ecu which had worked, per hondata support the likelihood that any data corruption had occurred is significantly low. if it had, the car would be running rough, idling rough, not starting, etc. other very obvious and observable issues, none of which the car had.

factor 2: boostcmd versus boost actual - datalogging common delta of ~+/- 8
factor 2 follow up item 1: has smoke test the boost air passage with no observable result.
factor 2 follow up item 2: visible clamp motion over time for PRL Charge Pipe air input pathway going towards intake manifold. pulled battery tray and airbox and corrected clamp seating.
factor 2 follow up item 3: while I was in there, i opted to replace the inlet with the PRL titanium turbo inlet pipe as i had my suspicions about the structural integrity of the stock baffle as air circulates through the baffle and then the resulting air pressure and ciruculation would then allow air to propagate into the stock inlet and into the turbo. i don't like the physics of that, so I replaced it with the PRL straight pipe titanium inlet.

factor 3: ecu return to stock / volatile memory / etc:
factor 3 follow up item 1: initially before proceeding with the prl titanium inlet install, I had disconnected the negative battery terminal for 15-30 minutes as is commonly recommended to ensure full system discharge. i believe the map is stored in volatile memory which would then also mean that the maps would be reverted back to the stock map. after the install was completed, I powered the negative terminal back up to the post and tightened to firm. as suspected, the maps were cleared as the type s burble was no longer present at temps and with no codes stored. *note* code p0560 (low voltage) occurred as expected as a result of disconnecting the negative terminal for extended period of time. code was cleared and did not return.

these combined factors have yielded a final test datalog with significantly lower delta of BOOSTCMD versus BOOST (actual) as shown within flashpro mgr. the top end boost achieved is now back to the 27 pounds range with a common delta of only around 1-1.5 pounds which is totally acceptable for me.

as far as why we are achieving 27-28 pounds on the stock wastegate + bov + turbo ... idk must be lucky, wednesday car i guess ^_^

anyway this issue has been resolved, hopefully this followup notation is helpful for anyone else who may need this information. have a nice week everyone

Sponsored