Sorry, I know this comes up a lot, but I don't know what to look for now.....I've cheked my connections(pretty sure)....

So here's the deal....have an M2 ECU runnin 13psi....I get a hole in my intercooler pipe so I patch it up, well for about 10 min the patch held and I had 13psi all the way through....then I could never get th patch to hold....

So to fix it completely, I just bought an FMIC....so before FMIC(with patch) 9-6-11 boost pattern now after FMIC I'm getting 11-8-13 pattern....

Why is my loss always on the 1st turbo and through the transition? If this was a leak, shouldn't it effect the 2nd turbo too?
Or does the problem lie somewhere before the 2nd turbo?

 

check Turbo pre-control actutaor and selenoid, and turbo control. Those 2 are likely culprits of your problem. WHat gear are those boost numbers in?

 

I don't think that it would have anything to do with the Precontrol system, nor the Turbo control since you seem to be getting plenty of secondary boost. The 8 in the transition is very normal, and unless you either reduce the size of the restrictor pill in the precontrol line, or change the duty cycle of the solenoid you will be stuck with that figure.
As for the 11 PSI on the primary turbo, you may be experiencing boost pressure lost in the larger IC and Piping. You could try to over spool the turbo by puting in a manual boost controller.

Good luck

 

8 is not normal if you have 11 & 13 lbs of boost and the proper control

 

I thought the intercooler didn't really lose that much pressure.....I mean 2psi....that's a lot....

But a loss of 5psi on my transition....that's definetely mechanical.....it should be 13-13-13.....

Also, as I stated in a new post, I'm not getting 4psi in neutral at WOT...so I think that is also a symptom

 

I wish I knew how the M2 ECU handled the boost control for the turbos. Is it suppose to make the Primary spool up quicker, or just to a higher speed, or both?

If it is only designed to spool to a higher speed then it would still take the turbo the same amount of time to accelerate to 10psi and beyound.

If you increase the volume that the charged air must travel in the intake track then you have increased the time that it takes to fill that volume to the previous pressure.

So, my guess is that you have the same turbo pressurization rate as stock and that because of the increased volume in the intake track there is not enough time to make 4psi in neutral before redline.

Just a guess.

Though, if I am right that means that the precontrol is also set to accelerate at the same presserization rate as stock and that by the time the charge control opens to join the two turbos together the turbo is spooled to 8psi as a stock accleration rate would.



The M2 ECU really should control the accelerate pressurization since that seems like a bonus feature to have as well as a higher end turbo speed.

The only thing that kills this whole theory is your 13psi with a patch that you said you saw for a 10 minute period and then 9-6-11 after you fixed it again.

The 13 supports the theory but the 9-6-11 is strange.

With a stock IC the cross over would be so brief with 13PSI on the primary that you might not even catch the lowest point of the transition.

Hey, I could be 180 degrees off, but doesn't it make sense? If it doesn't make sense then just consider this an attempt to get a higher post count.
Later