D-SSEi broken again.....
#21
Wow, there'* someone with experience in blowing pistons.
So the part throttle 12* of KR that I see must not be too good. :(
What did you do to get rid of the knock......or, judging from the number of failures, I guess you didn't. :?
So the part throttle 12* of KR that I see must not be too good. :(
What did you do to get rid of the knock......or, judging from the number of failures, I guess you didn't. :?
#22
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or, judging from the number of failures, I guess you didn't
My direct issue was maxing out the MAF...and it even slipped by some of the "big dawgs". 18lbs of boost, at 12200 maf=BOOM lol
But issues similar to the poster, I have seen a few times while pushing the limits.
I've ran every setup available....and pushed them all
So the part throttle 12* of KR that I see must not be too good.
#23
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Originally Posted by 13secGTP
A little KR is fine
I don't know all the specifics of your build, but I will assume that your pushing the limits. And when you get to that level KR is bad at any point.
I have been cruising at 1-3* KR.. then boom same thing that happened to you. Been there done that.
You can say a little is fine...but you'll have a lot more of these threads.
A max of 10* of KR available???? WTF does that mean? I had 8 at one point, and lost 4 pistons....... I had 7* available before the PCM should have shut me down.
I will agree that with anyone that a twin charge setup is a PITA to tune....and you have to throw out the low HP rules (a few degrees of KR is fine). You tune to be PERFECT! No options....well one option, and we see the pics of option 2.
I'm sorry if I'm coming of like a dick...but I popped 5 motors and 14 pistons in 2006....all I needed was someone like me to tell me what I'm telling you.
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Did you pop the same piston every time? if so, which piston was it? Was it even the same bank of pistons every time? If you blew 5 engines and five times it was #4 cyl that had the problem, wouldn;t you suspect something was not right, besides the tune or lack thereof?
Tuning is the biggest factor, especially when pushing the limits, or doing "something new" like the twin charge setup.
2 times was just my dumarse wasn't smart enought to let off the gas... would've saved it for another day.
MAF was a HUGE contributor... not so in your case, from what I can see.
I have yet to have an issue since....
Mecahically the only thing I see as a possiblity, is the head is flexing and its allowing unmetered air into the cylinder. That just from the pics and how its blown out.
My last 2 pistons were on a different car...cam key broke and lost 2 pistons....car has since had zero issue 50kmiles later.
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Originally Posted by 13secGTP
Did you pop the same piston every time? if so, which piston was it? Was it even the same bank of pistons every time? If you blew 5 engines and five times it was #4 cyl that had the problem, wouldn;t you suspect something was not right, besides the tune or lack thereof?
.
#27
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Originally Posted by pontiacjeff
When I first ran this engine, I was having an issue with #2 and #6 injectors sucking a little air, I repositioned the fuel rail and it fixed it. Under boost tho, it would be a boost leak, not a vac leak.
If you have a boost leak on #2 and #6, you're losing a certain volume of air that has already been metered by the MAF and would have normally made its way into those cylinders. Based on the MAF reading the injectors send a certain amount of fuel into the cylinders, but since you're losing some of the oxygen volume the O2 sensor sees what it thinks is a rich condition after combustion. Since you were using a wideband on one bank at a time, you were getting a false rich indication on the 2-4-6 bank and pulling fuel on all three of those cylinders at a time. This would result in the #2 and #6 cylinders being closer to stoichiometric AFR (because they had a lower volume of oxygen due to the leak), while the #4 would be getting leaner and leaner. Make sense?
Add all of it up and it equals a popped #4 every time, no matter which way you slice it.
That'* my theory based on your last post
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Originally Posted by big_news_1
Originally Posted by pontiacjeff
When I first ran this engine, I was having an issue with #2 and #6 injectors sucking a little air, I repositioned the fuel rail and it fixed it. Under boost tho, it would be a boost leak, not a vac leak.
If you have a boost leak on #2 and #6, you're losing a certain volume of air that has already been metered by the MAF and would have normally made its way into those cylinders. Based on the MAF reading the injectors send a certain amount of fuel into the cylinders, but since you're losing some of the oxygen volume the O2 sensor sees what it thinks is a rich condition after combustion. Since you were using a wideband on one bank at a time, you were getting a false rich indication on the 2-4-6 bank and pulling fuel on all three of those cylinders at a time. This would result in the #2 and #6 cylinders being closer to stoichiometric AFR (because they had a lower volume of oxygen due to the leak), while the #4 would be getting leaner and leaner. Make sense?
Add all of it up and it equals a popped #4 every time, no matter which way you slice it.
That'* my theory based on your last post
#29
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Well it was worth a shot
I hope you track this down, Jeff. I look forward to seeing the car at full power in the near future. Let us know what you find.
I hope you track this down, Jeff. I look forward to seeing the car at full power in the near future. Let us know what you find.
#30
If you have a boost leak on #2 and #6, you're losing a certain volume of air that has already been metered by the MAF and would have normally made its way into those cylinders. Based on the MAF reading the injectors send a certain amount of fuel into the cylinders, but since you're losing some of the oxygen volume the O2 sensor sees what it thinks is a rich condition after combustion. Since you were using a wideband on one bank at a time, you were getting a false rich indication on the 2-4-6 bank and pulling fuel on all three of those cylinders at a time. This would result in the #2 and #6 cylinders being closer to stoichiometric AFR (because they had a lower volume of oxygen due to the leak), while the #4 would be getting leaner and leaner. Make sense?
Although it would be incredibly expensive, a much better way to go would be separate O2 sensing and control of each individual cylinder.
I see now why precision CNC'd runner machining is very desirable.