As per this thread: http://typeaccord.co.uk/forum/topic/22213-help-needed-in-devonsomerset-area/ I need a 'loan' of a 2.2 CTDi Accord for about 20 minutes to work out the unmodified VNT Actuator length.
Backing up a bit, I took a short-notice trip up to Leeds on Tue to drop the clutch off at CG Motorsports. They seem confident they can get it working correctly and as there were 2 other Twin Plates in there I suspect this may be a known issue with the early ones - also, the later ones are from a different supplier. Overall promising though and I'm waiting to hear back from them...
I also went to Turbo Clinic where they adjusted the VNT actuator to Trevor's setting of 5.5 (not sure of unit used?). Initially it was apparently at 7, so it was well off and there definitely seemed a lot more power during the drive back, which was a bit eventful (less said of that the better)!
The next day I put the full-fat S3 map on, expecting good things... and it seemed massively flat - it was only really getting somewhere at about 4K rpm! Same thing with the Premier S2, which before had been fine - strange! Plus the S3 maps were still causing low fuel pressure faults (S2 - fine). Now that I had seen how the actuator could be read at TC the previous day I did a bit of measuring myself with a vacuum brake bleeder I had lying around, comparing it to my spare turbo and then seeing what the Hybrid was showing. This is where it got a bit confusing...
My spare turbo (which I had played with previously, so may have been a bit 'off' (hence the other thread)) showed 12 Psi when fully 'closed'. When I checked the Hybrid, it was on 15 Psi - no similarity and I don't know where the other settings are coming from - Trev? I set the Hybrid to 12 PSi on my gauge and all is well - very strange!
Once I've got a read from a fully un-altered actuator the plan is to get the thing to Celtic and see what they can get from it, as they can read all the data. Might take a while before I can coordinate a slot, but I'll see.
Backing up a bit, I took a short-notice trip up to Leeds on Tue to drop the clutch off at CG Motorsports. They seem confident they can get it working correctly and as there were 2 other Twin Plates in there I suspect this may be a known issue with the early ones - also, the later ones are from a different supplier. Overall promising though and I'm waiting to hear back from them...
I also went to Turbo Clinic where they adjusted the VNT actuator to Trevor's setting of 5.5 (not sure of unit used?). Initially it was apparently at 7, so it was well off and there definitely seemed a lot more power during the drive back, which was a bit eventful (less said of that the better)!
The next day I put the full-fat S3 map on, expecting good things... and it seemed massively flat - it was only really getting somewhere at about 4K rpm! Same thing with the Premier S2, which before had been fine - strange! Plus the S3 maps were still causing low fuel pressure faults (S2 - fine). Now that I had seen how the actuator could be read at TC the previous day I did a bit of measuring myself with a vacuum brake bleeder I had lying around, comparing it to my spare turbo and then seeing what the Hybrid was showing. This is where it got a bit confusing...
My spare turbo (which I had played with previously, so may have been a bit 'off' (hence the other thread)) showed 12 Psi when fully 'closed'. When I checked the Hybrid, it was on 15 Psi - no similarity and I don't know where the other settings are coming from - Trev? I set the Hybrid to 12 PSi on my gauge and all is well - very strange!
Once I've got a read from a fully un-altered actuator the plan is to get the thing to Celtic and see what they can get from it, as they can read all the data. Might take a while before I can coordinate a slot, but I'll see.