02 Montery Dakar build / final stages

tested the china (advertised 42lb) injectors off ebay
got 57ml on the tester ~ 35#
pattern was nice and volume was ~4ml variance
i doubt these are where my tuning issues.....

i installed and test drove the de-capped ford's. drives real nice still and will make a couple pounds of boost. it starts to fucking RIP for just a moment and then falls flat still. i think coils!

ford 38ml = 22#
de-capped ford 94ml = 55#
chinesium superjectors 57ml = 35#

chatbot says
"The 2010 Ford 3.0L Duratec V6 typically uses fuel injectors with a flow rate of around 19-24 pounds per hour (lb/hr) at 39.15 psi (270 kPa) fuel pressure."

....so i think my tester is fairly accurate

 
Last edited:
chatbots got some words on the turbo sizes

Here are the specifications for the Garrett GT3076, GT3576, and GT3582 turbochargers:

### GT3076R (GT3076R-52T):
- **Compressor Inducer Diameter**: 76 mm
- **Compressor Exducer Diameter**: 57 mm
- **Compressor Trim**: 52
- **Compressor A/R**: 0.60
- **Turbine Inducer Diameter**: 60 mm
- **Turbine Exducer Diameter**: 55 mm
- **Turbine Trim**: 84
- **Turbine A/R**: Available in 0.63, 0.82, 1.06
- **Horsepower Rating**: Approximately 300-500 HP

### GT3576R:
- **Compressor Inducer Diameter**: 76 mm
- **Compressor Exducer Diameter**: 58 mm
- **Compressor Trim**: 56
- **Compressor A/R**: 0.70
- **Turbine Inducer Diameter**: 68 mm
- **Turbine Exducer Diameter**: 62 mm
- **Turbine Trim**: 84
- **Turbine A/R**: Available in 0.63, 0.82, 1.06
- **Horsepower Rating**: Approximately 400-600 HP

### GT3582R (GT35R):
- **Compressor Inducer Diameter**: 82 mm
- **Compressor Exducer Diameter**: 61 mm
- **Compressor Trim**: 56
- **Compressor A/R**: 0.70
- **Turbine Inducer Diameter**: 68 mm
- **Turbine Exducer Diameter**: 62 mm
- **Turbine Trim**: 84
- **Turbine A/R**: Available in 0.63, 0.82, 1.06
- **Horsepower Rating**: Approximately 450-700 HP

These specs provide a good overview of each turbocharger's capabilities and potential applications.
 
For a 3.0L V6 engine, the choice of turbocharger depends on your performance goals and the characteristics of your engine. Here are some considerations:

### GT3076R:
- **Best for**: Moderate performance upgrades, good balance between spool time and power.
- **Advantages**: Quick spool time, suitable for daily driving and occasional track use.
- **Horsepower**: 300-500 HP
- **Use Case**: Ideal if you want a responsive setup with good mid-range power.

### GT3576R:
- **Best for**: Higher performance goals with a balance of power and spool time.
- **Advantages**: More power potential than GT3076R, still maintains reasonable spool time.
- **Horsepower**: 400-600 HP
- **Use Case**: Suitable for more aggressive street or track applications where you want significant power without excessive lag.

### GT3582R:
- **Best for**: Maximum performance, high horsepower builds.
- **Advantages**: Highest power potential, but with increased lag compared to the other two.
- **Horsepower**: 450-700 HP
- **Use Case**: Best for dedicated track cars or builds where top-end power is prioritized over spool time.

### Recommendation:
For a balanced setup on a 3.0L V6, the **GT3576R** is often the best choice. It offers a good mix of power and spool time, making it suitable for both street and track use without too much compromise on drivability. If you are aiming for the highest possible power and are okay with some lag, the **GT3582R** would be the choice. For quicker spool and lower power targets, the **GT3076R** would be more appropriate.
 
man, this motor just still runs restricted!!!!!! wtf
the little turbo is spinning its little guts out and i get like 5psi
should be fucking blowing the jewels right out the bottom of the motor :unsure:

i am about to bypass the intercooler to see if it is full of shit

my 4.2l and 66mm can run 15 at half throttle. :giggle:
 
Fwiw I ran a 3071 (58mm) on a little 4 cyl ecoboost at 500whp and saw spool at about 3300 rpm.

Check out the holset version of the Garett g30-990

I can’t remember are you running an external wastegate
 
The whole feel of the power is very off.
I am not even running a Westgate yet.
Both turbo sound like they are about in the right place for size.

I'm going to hook up a pressure gauge before the intercooler tomorrow. I feel like it is a massive choke or something like that....
 
Like there is no throaty air sound on the motor while driving and grabbing a bunch of throttle. Just mute until about 4000. If I shift low enough and it dips under 4000, the turbo just stalls out and the climb begins again.
 
So straight boost is way better but still kinda flat power range. I wired the VVT solenoids to a momentary push button switch so I can finger blast it while driving. Huge difference

Before the motor would never have the sound of sucking in air all throaty. Just mute.....

Now with the button it gasp for air. At full input at idle the motor will jump much more with throttle.

I do my best at trying to get around 50% pwm duty on the top end and it rips!

I don't know wtf no input or limp mode is locked at but it's trash. I figured locked would be in the middle of the range and kinda conventional cam like but it sucks. I think the cams might be ground to use the VVT a lot more than standard
 
this is the initial code my team put together to try. (me and chatbot)

Code: 
const byte camSensorPin = 2;  // Interrupt pin for cam sensor
const byte pwmPin1 = 9;       // PWM output pin 1
const byte pwmPin2 = 10;      // PWM output pin 2

volatile unsigned long lastToothTime = 0;
volatile unsigned long toothInterval = 0;
volatile byte toothCount = 0;

void setup() {
  Serial.begin(9600);
  pinMode(camSensorPin, INPUT);
  pinMode(pwmPin1, OUTPUT);
  pinMode(pwmPin2, OUTPUT);
  attachInterrupt(digitalPinToInterrupt(camSensorPin), toothDetected, RISING);
}

void loop() {
  noInterrupts();
  unsigned long interval = toothInterval;
  byte count = toothCount;
  interrupts();

  if (interval > 0) {
    float crankshaftRPM = calculateCrankshaftRPM(interval, count);
    Serial.println(crankshaftRPM);
   
    // Map RPM to PWM duty cycle
    int pwmValue = mapRPMToPWM(crankshaftRPM);
    analogWrite(pwmPin1, pwmValue);
    analogWrite(pwmPin2, pwmValue);
  }
  delay(100);  // Adjust as needed
}

void toothDetected() {
  unsigned long currentTime = micros();
  toothInterval = currentTime - lastToothTime;
  lastToothTime = currentTime;
 
  // Increment tooth count and reset if it exceeds 4
  toothCount++;
  if (toothCount > 4) {
    toothCount = 1;
  }
}

float calculateCrankshaftRPM(unsigned long interval, byte count) {
  // Example calculation assuming specific configuration
  float timeBetweenTeeth;
 
  switch (count) {
    case 1: // Tooth 1 (reference tooth)
    case 3: // Tooth 3 (opposite to tooth 1)
      timeBetweenTeeth = interval; // Regular intervals for teeth 1 and 3
      break;
    case 2: // Tooth 2 (60 degrees from tooth 1)
    case 4: // Tooth 4 (60 degrees from tooth 3)
      timeBetweenTeeth = interval / (360.0 / 60.0); // Adjust for 60 degree positioning
      break;
    default:
      timeBetweenTeeth = interval; // Default case
  }

  // Conversion to crankshaft RPM: (1000000 / interval) * 60 / number of teeth per revolution
  // Here, we multiply by 2 because the crankshaft speed is twice the camshaft speed.
  return (1000000.0 / timeBetweenTeeth) * 60 / 4 * 2;
}

int mapRPMToPWM(float rpm) {
  // Map RPM to PWM duty cycle (0-255)
  int pwmValue = map(rpm, 0, 4000, 242, 102); // 95% of 255 is 242, 40% of 255 is 102
  pwmValue = constrain(pwmValue, 102, 242); // Ensure the value stays within the valid range
  return pwmValue;
}


[code]
 
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