Not pointing any fingers and I am sure you know waaaaaay more than I do about tuning but curious about a couple of things.
I'm not sure why it was not programmed for speed density at the start? You can make it switch over from ECU to UTEC early at low boost for a smooth transition. No need to use the MAF.
Also curious as to why you didnt just have him use the TN flash (either with map selection or by disconnecting the UTEC) until the tune was complete. Why risk having him drive on a tune that you know the injectors max out on???
You should be able to tune 380's with the UTEC without maxing them or MAF out. Sounds like the MAF was maxed out at 5k rpm because speed density was not used.

 

The car was enabled with the flash.... with a partial tune ontop of that. THANKS DAN FOR EXPLANING!!!

 

The point is that the flash alone would have been safe with the 380's since that is what its designed for. But there is no such thing as a partial tune...unless you can drive in only part of a map!

There is no reason that the UTEC cant be tuned for 380's either. But you must use speed density before the MAF saturates.

 

Yes but with the flash... the car couldn't hold boost for ****... thats why we needed the boost solonoid and utec which helped hold 9.5 psi.

 

He posted that you were not seeing less than 9.5 psi...thats because of the WG location problem that has been highly documented on this board. You need to get the WG relocation fix from TN. It has nothing to do with the reflash/tune and the UTEC/solenoid will not help either...and its not because of the TN WG itself either as he stated above in his post.
The problem is strictly due to the WG mounting location. TN has a fix. I know you have seen this thread: https://my350z.com/forum/showthread....90#post2047490

 

Yes but when we had the flash by it self the car wouldnt hold any boost. it would spike way past 10... and the Boost solonoid HELPED hold boost.

 

*biting tongue*

 

This is the first thing you said that actually sheds some light on what ACTUALY may have happened to your car..

 

So what I personally get out of this comment is the following...
1) You "PARTIALLY" tuned a customers car (possibly under maff puldown)
2) you gave a customer his car back with a known problem (injectors going static at 5000rpms)
3) the customerscar would spike way past 10 psi, with injectors that were maxed out at 5000rpms...
4) the customer may have blown a ring in cylinder #5 as a result..
5) your tearing down and rebuilding his motor..

and you question "MY" motives on this thread after "YOUR" customer calls my shop for advice and does not tell all the facts to me or anyone else for that matter..And you guys are "MY" competition..LMAO

 

The info I have is that the BCS and the UTEC aren't working causing cars to overboost. What's the situation there MRC? 20-30 lbs less in cylinder #5 doesn't mean anything. Why wasn't a leakdown test performed?

Respect
JET

 

Negative..There is a known problem with turbonetics kits overboosting as someone previously stated in this thread, that is wastegate related...Not BCS related..As far as the BCS and the UTEC as far as I know we were the only ones to try it with an APS BCS so far..
Also 180 psi is still within spec for compression on a stock VQ..A leak down test is a good idea, but I originally thought his engine was not damaged, until he provided the information about his car overboosting past 10 psi, now I must second guess my original assumption..
But then again, it is impossible to diagnose a car over the phone and internet with HALF the story..I honestly hope he gets this resolved and provides the full story as to what went wrong..
But from the information he just posted about the boost spike and the information GodSpeed provided about the car being tuned to 5000 rpms and given back to him, I am almost certain I know what happened now..

 

Julian, FYI: JET was the first (only?) one to fix the TN overboost issue himself by relocating the WG (venting to atmosphere).

I kind of hope that Godspeed gets back on to explain a little further because so far this sounds really crazy. I hate to see someones car get messed up like this.

 

Preach it brutha I dont think his motor is blown either, but if all that is true what MRC says, i wouldnt let them touch my car for a rebuild

 

I hate to see it also..What I think is Godspeed was on the right track tuning and ran into the injectors being maxed out due to very high boost/Hp levels..The customer then most likely insisted he take the car back while he waited for the 550CC injectors..During this time period the customer gave his car a good flogging and ran the car up into boost past the injectors duty cycle, leaning out the motor, causing ring/piston failure..IE the SES light comming on during the time the customer had the car..There just are way to many things that do not seem to add up in this thread.
I myself tried to lend a helping hand and give the guy advice, yet him and his "Sponsor" who by the way is not a paying advertiser and has recieved ALOT of FREE exposure from this guy,feel it is some sort of personal attack on them..I am now officially done with this guy, who has called my shop on at least 10 occasions looking for a UTEC and FREE advice.He even said he wanted to trailor the car to us..lol..
I just find this whole thread is going in a bad direction and has served no purpose to the 350Z community as far as giving sound facutal advice..
When the facts are fully and accurately represented and the end results are posted, then it will be of use for educating the community. Until then it is simply people's EGOS and know it all attitudes adding confusion to an already confusing situation..
IMHO opinion I would get a leak down,compression test by a third party shop and a second opinion before I went tearing down a motor and rebuilding it, when the issue that may have caused the failure in the first place has not been found and resolved..Just by slapping in a built motor is not going to magically make the underlying root of the problem go away.A built motor can be blown up just as easilly as a stock one. I myself, if my motor was blown, would want to find out "WHY, HOW, WHEN, and WHAT, caused my failure prior to jumping into a motor build, as there are no indications that the issue has been or will be resolved..But what do I know.... I get flamed for being brutally honest with my customers and telling them what the "may not always want to hear" even if it means NOT making a sale.I would rather educate a potential customer then make a quick sale and let him leave my shop with doubts..
I think there are issues in his case that need to be resolved and addressed prior to undertaking in such an expensive experiment..

 

I can post my compression/leak down numbers here from my engine.

1. 197/192
2. 182/180
3. 195/190
4. 205/202
5. 197/195
6. 192/192

First number is compression, and the second number is 20 second leakdown. My #2 cylinder is 182 compression and 180 leakdown. That's still a good cylinder regargless of the compression number. Until a leakdown in performed no one can determine if the engine is damaged.

Respect
JET

 

Jet, you actually have to use a leak-down tester, an air compressor, and pop the valve covers and insure the piston is at TDC with both valves closed, in order to do a leakdown test. It takes about 2hours to do a leakdown test

 

I was told that a crude form of a leakdown could also be performed using a compression tester and noting the drop in pressure during the first 20 seconds after engine cranking. No?

Respect
JET

 

If your car is experiencing boost creep issues, no boost controller is going to be able to help you. The UTEC Boost Control Solenoid Output is not your problem. You will never be able to lower boost less than your wastegate boost pressure setting, especially if you are creeping. FACT!!

Regardless if you are using maf or speed density, if you don't have enough injector to supply the fuel you are in the same boat.

Thanks,

Jermaine@turboxs.com

 

not sure about that statement, i was doing it with my aps single turbo kit, the spring was a 6lber, and i was dropping down to around 4.

im actually doing it now too, i have a stronger spring, set at around 10, and it drops down to 8. its kinda wierd with this kit, you never know what youre gonna get.

 

a 10% deviance in cylinder pressures is not enough cause for alarm that I would immediately start tearing it down. I won't even begin to conjecture as to what the issue might be, honestly, because I get the feeling that the poster is doing a really poor job of explaining the whole situation. Each post yeilds a little more info from him. Not saying that it's his fault, but if you are looking for a solid answer, you gotta spill the beans as to everything that was going on in your initial post. The only thing you can do at this point is let your shop work with you to first identify specifically what the problem is.

First thing I would do...go back and reverse the last thing you changed...that being the injectors. But before you drive the car, you have to get that boost creep issue resolved.