Hi I heard that a few guys had pinging problems after installing the high boost pulley. It was fixed by taking off the IMRC. Can everyone that had this problem let me know what year is your CL-S? Thanks. I just don't understand why some guys in this forum can installed high boost pulley with no pinging problem and some can't. I have different ECU from different year CL-S and was wondering if they retard the timing on the newer year because of tranny problems.

 

Us Californians also do have only 91 octane.....

 

sometimes the only safe thing to do is increase your fuel pressure.

 

It was corrected by just unplugging the IMRC actuator electrical connector. But I beleive some of it was attributed to fuel pressure and general and slight differences in fuel delivery. Such as different fuel trim values, ect.

It happened to me with an '03 6MT and also Eric with the same year/model.

Where are you getting the knock?? Is it jsut at the VTEC change over or is it at redline, etc.??

 

Without any timing retard in the E-manage, I get some pinging during the VTEC change-over. Don't tell me this goes away with the IMRC connector unplugged?!? But doesn't this keep the keep the 'door' in the manifold closed always?

 

Yea, it will probably go away with the IMRC unplugged withouth noticeably affecting the power. That was with the blower where flow is fixed, your turbo may act differently with flow being controlled based on boost.

Yes, the door would remain closed but is irrelevant when greater than ambient pressure is present in the manifold. The resonance effect is relying upon vacuum or the pulse of air. This is diminished or removed with positive manifold pressure.

 

Also, have you thought about adding a little pulse width at 4500 and 5500. Then some additional at 5k. This would richen it just before with a ramp up, during and just after, with a ramp down since the cell are interpolated.

 

Just on comment on what happened on my setup. when i wot 'ld the car, after it was warmed up pretty good, i picked up a ping at the very upper level of the rpm's, 6500 and up, just a few bangs. I called comptech and they told me that the fpr pressure was set to 37 psi at idol, they told me to bump it to 42psi. I didn't go as high as that, only a couple of pounds and my pinging has not occured since.

 

Well... it still doesn't make sense. The IMRC actuates at 4K... the pinging is at 5K - I don't see how they are related unless the ECU is doing something different when the IMRC is unplugged?!? If you see my dyno - there is a dip right around when the IMRC is actuated - I don't think the turbo likes the 'closed' position!

 

It didn't make any sense to me either, I was told to unpluged the IMRC by Scalbert when I first started in this forum. I refuse to unplug it until my engine swap and that the pinging was still there. I unpluged the IMRC and the pinging was gone, but I notice about 1.5 psi increase in boost. I am just tired of hearing my engine pinging when the weather gets cool below 70"s. I hope the emanage is going to help. I was hoping that Honda had retard the timing on the newer ECU to save their trannys. Then I will have a quick fix while waiting for my emanage.

 

At what RPM do you see a 1.5psi increase?!? Is it sustained increase or just a spike?

 

I am at 7psi around 5-6K. That 1.5psi is peak boost and it is usually at about 5K-6K and it drops back to about 5.5-6psi from 6k and up.

 

Hmm.. so its an artifact of some type of resonance (even with positive manifold pressure) for it to be a peak rise. That goes all the way back to the S/C and air-flow from that point all the way until the intake-runners.

My car doesn't behave well with the IMRC unplugged. I have reduced my timing retard to -3 degrees at max boost (from -4 degrees) and richened up the mixture during the VTEC changeover as Scalbert recommended. It would probably result in a dip in the A/F, but not sure if it will even be notieable.

 

I want my emanage to retard my timing by about 4-5 degrees too. I don't care what people say but I am blaming my last piston ring failer on pinging .

 

I'm not sure unplugging the IMRC will help us 91 octane CA CLer's trying to run the HBP. I don't want to go the E-manage route and I'm don't want to bother mixing in special higher octane fuel when I fill up. Unless CT comes out with a replacement for their ESM that can handle the HBP with 91 octane, I won't mess with it. I know, I know, it very well may never happen.

 

allmotor- - do you think some of your pinging probems are injector size related?

Also, there are a lot of experts out there when it comes to tuning and some of the ones I have spoken with are scratching there heads with how your stock injectors can produce the HP numbers your car has produced. Perhaps it's the engineering of the head itself, some unexplained combination in efficentcy of the design. Great job!

 

Trust me... I'm scratching my head as well!! I am going to run an additional 750cc injector for more power. My injectors are running 90% DC at 90psi right now and giving me a 12.5 A/F - it needs to run richer.

It's impossible to get this power at factory fuel pressure... keep in mind that 2x the fuel pressure: sqrt (90/42) x 250cc = 365cc. So, its like I am running 6 x 365cc injectors
under boost at 90% DC. Now, I don't like to run such high fuel pressures, so I am adding the 750cc and dropping fuel pressure by 10-15psi.

 

Which is why I said yours may behave differently. With the blown cars, unplugging it changed the boost characteristics particularly at the VTEC change-over. The boost went up probably giving more fuel but the air flow rate may have dropped some.

In the end, the power was not changed by much; a few ponies higher in some spots, less in others.

 

when adding this injector to the manifold, do you worry that part of the engine bank will receive more fuel than cylnders further down the line? I also wonder that once the injector is added, what are the possibilities of a backfire into the manifold, which may be charged with atomized fuel, Explode like a grenade? these manifolds were made to deliver air, not fuel.

there was some guy on here a short while ago who put on larger injectors, i wonder how that went, can't find the thread.

 

The secondary injector will only squirt at 6psi upwards. Sure... its possible that it will explode

 

I put a cold start injector on to supplement fuel and it ran fine. This was boost operated.