Boost limit and torque control

A

ajpturbo

New member
Not sure if this is the appropriate section but...

I have a 2014 SHO PP. GDM1 ECU code. Tuning with SCT PRP. I have the 3 bar MAP sensor and Air Raid CAI and Catless DP's are my only mods.

I can only get up to just barely over 15psi and right about 200-210kpa when I log. I was really hoping for about 17-18psi and I'd be happy but it's not happening. I'm not quite out of fuel and knock counts are fine.

Actual throttle is being cut down to about 35 when I log and I have no idea why. I've adjusted torque settings and torque truncation and commanded torque in SCT PRP. I'm wondering if there is a hard boost limit or torque limit that SCT doesn't have tables for or maybe it's a hard limit in the ECU like the old cobra's that had an airflow limit.

Is anyone running higher than 15 psi? Especially in a 2014? I know there are major changes in the processors after 13' when compared to the older SHO's
 
I'm not talking about boost spikes a lot of people seem to think it's a limitation of the turbos but its not . it is an imposed boost and/or torque limit by the ECU.most people do not data log to actually see what's going on. Their  tuner tells them they are at the limit when in reality they just don't know how to get around the boost and torque limits applied by the ECU

Also When I had the 2 bar map sensor in there I would see 206 kpa which is right at 15 psi. So I can't really understand why all these people put in the 3 bar sensor and still only run 15psi. I understand the need to have the ability to see past 15psi incase of boost spikes for proper fueling but the ECU can handle that anyway via STFT's. so there is some headway there anyway.
 
crash712us said:
Not unless they are meth injected. 15psi is about the max you'll see.


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Click to expand...

What does Meth have to do with it? I understand meth can make higher boost levels more efficient and even safer for a given fuel if you've reached a point where the fuel can no longer resist self igniting due to high boost and or high compression but it has nothing do do with how high the turbo can spin up to.
 
Efficiency and longevity are the OEM concerns, so they program the ECU and choose the hardware that way.  Info on the turbos (assuming they are the same in 2014).  More on this turbo here.  Turbo tech (if you need it) here.
 
SHOdded said:
Efficiency and longevity are the OEM concerns, so they program the ECU and choose the hardware that way.  Info on the turbos (assuming they are the same in 2014).  More on this turbo here.  Turbo tech (if you need it) here.
Click to expand...
How come they list the turbo as oil cooled? I know it's oil lubricated but also has coolant flowing through it.
 
Found this

The EcoBoost twin turbos are water cooled. Water cooling the bearings solved the problem. During normal operation, engine coolant is cycled through the center bearing. When the engine shuts off and the water pump stops, the coolant flow reverses and the EcoBoost uses thermal siphoning for water cooling. Coolant near the extremely hot bearing picks up heat, boils and flows away from the bearing water jacket. This pulls fresh, cooler coolant into the bearing water jacket, which picks up heat and cools the bearings. This cooling process continues silently until lower temperatures are reached, providing key-off protection for the turbo bearings.

To test this thermal siphoning process, Ford ran the EcoBoost engine at Wide Open Throttle and maximum boost for 10 minutes. Then the engine and all the cooling was abruptly shut down. The turbos were allowed to “bake” after this high-speed operation. This is exactly the conditions that would “coke” a center turbo bearing from the 1980s. They repeated the test 1,500 times without an oil change. A teardown of the turbo and inspection of the bearings validated the method of water cooling the turbo bearings.


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I like that article is juiced up a tad to make it sound like Ford was the first to implement thermal siphoning water cooling. It's been used for many years!

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Right now I spike at 236 kpa with the up shift to third and I am gradually dropping from there to 198kpa at 5750 rpm. This is on my '14.

It did that before the meth too.
 
91hybrid said:
Right now I spike at 236 kpa with the up shift to third and I am gradually dropping from there to 198kpa at 5750 rpm. This is on my '14.

It did that before the meth too.
Click to expand...
Waaaaa? 236 kpa  is like 34 psi 
 
That's manifold pressure... so to get boost, 236-100=136/6.80= 20psi...198=14.4psi sorry.

I have seen singular spikes as hi as 23+ psi which makes the rail pressure drop pretty quick. lol

John
 
91hybrid said:
Right now I spike at 236 kpa with the up shift to third and I am gradually dropping from there to 198kpa at 5750 rpm. This is on my '14.

It did that before the meth too.
Click to expand...

Do you know which MAP sensor you are looking at when you see that? I hit that as well on my TIP sensor which is the MAP before the throttle body.

ANd 236 KPA is 19.5 psi
 
91hybrid said:
That's manifold pressure... so to get boost, 236-100=136/6.80= 20psi...198=14.4psi sorry.

I have seen singular spikes as hi as 23+ psi which makes the rail pressure drop pretty quick. lol

John
Click to expand...

Do you have any WOT data logs? I'd like to see
 
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