Setup:
2005 STI
GP Moto catless TBE
GP Moto short pod intake
EDIT: Borla header (I knew I was forgetting something)
OEM boost gauge.

First, my understanding is that stock boost is 0.1 on that guage. I've been backing off the gas as the gauge nears 0.12, and avoiding fuel cut. If I'm reading it wrong, please correct me now. :)

Before, it would spike / creep quite badly. I had to be careful even in 3rd gear.

This weekend I had the turbo out, and we followed this guide at pghsubarus.com (http://www.pghsubarus.com/tech/porting/porting.aspx). My friend did the grinder work, as he's far more skilled than I. We didn't touch the opening, only rounded the inside edge. It's quite nice and smooth now. Unfortunately, I didn't take pictures.

Now the boost is much more stable. The spiking seems to be gone. But with the GP Moto intake, it will creep in 5th gear around 90mph+. I didn't try 6th. With the stock intake, it won't creep 'til more like 100-110mph, and sometimes it just doesn't creep for some reason. 6th gear will make it creep reliably, though. I'm running the stock airbox right now to mitigate the problem, but I want to put the GP Moto back on, because the throttle response seems much better with it.

All testing was done in about 50 degree weather, as indicated by the OEM outside temp guage. Not particularly warm, but not particularly cold either. I definitely want a bigger margin of safety.

I'm going to be getting a UTEC very soon (this week I think), but probably won't be getting it tuned until late february. The current plan is that Phil from Element Tuning will be doing the tuning at a World One Performance dyno day. I'm not planning to run more than stock boost levels with the UTEC. I'm just getting it to make sure I am as safe as possible with my exhaust and intake mods, and to have headroom for future mods (like after the warranty expires). Even if I decide to run more boost, I want to do it by choice, not because my wastegate can't control it.

I've been reading a lot of porting / creep threads, and I'm just not sure what to do next. There's just so much noise in most of the threads, it's hard to make any sense of it with complete confidence. What I'm looking for here is some honest advice directed squarely at my situation.

So.... What now? Should I pull the turbo again and make the hole a little bigger? Should I remove more material from the inside corner? Should I leave it alone and try to work around it with the UTEC? It seems like maybe I should open up the wastegate hole a bit, like just 1mm radius or so, but I lack the direct experience to really know if this is the right thing to do or not.

And yes, boost creep at 100+ mph *is* a problem for me, because I want to do track events this summer, and this car should have no problems hitting 120+mph (possibly as much as 150mph if they don't use the bus-stop chicane) on the straight at Pacific Raceways.

-Mike

Can you nail down an RPM when the creep starts? Does it hit and hold a specfic PSI for any amount of time or does the turbo just increase in pressure from 0 on up steadily

put a helper spring on the wastegate

I can't nail down an RPM. I had my hands full trying to watch the road and the boost gauge, with occasional glances at the speedo. I'd have to guess the creep isn't happening until around 5500-6000rpm. I can experiment some more tonight, and try to get some more solid data.

In both 5th and 6th, when I go WOT from about 3500rpm at a constant speed (so it starts from manifold vaccuum), the boost will slowly climb to 0.1 and hold for a bit before it starts creeping. It seems more prone to creep when I go WOT in 4th, and then shift to 5th and go WOT again (so the turbo is already spooled when I hit 5th, and I shift into 5th at higher rpms). With the GP moto intake, it seems like it doesn't hold as long, and the needle climbs faster when it starts creeping. In 4th gear with either intake, it will climb right to 0.1, hold it, and then come back down as it approaches red line.

Also, I haven't reset my ECU since doing the porting or swapping intakes around. I did have a ~200 mile drive home from Portland last night, though. So it's had some learning time. I didn't want to reset it, because I didn't want to change too many variables at once.

-Mike

I can't nail down an RPM. I had my hands full trying to watch the road and the boost gauge, with occasional glances at the speedo. I'd have to guess the creep isn't happening until around 5500-6000rpm. I can experiment some more tonight, and try to get some more solid data.

In both 5th and 6th, when I go WOT from about 3500rpm at a constant speed (so it starts from manifold vaccuum), the boost will slowly climb to 0.1 and hold for a bit before it starts creeping. It seems more prone to creep when I go WOT in 4th, and then shift to 5th and go WOT again (so the turbo is already spooled when I hit 5th, and I shift into 5th at higher rpms). With the GP moto intake, it seems like it doesn't hold as long, and the needle climbs faster when it starts creeping. In 4th gear with either intake, it will climb right to 0.1, hold it, and then come back down as it approaches red line.

Also, I haven't reset my ECU since doing the porting or swapping intakes around. I did have a ~200 mile drive home from Portland last night, though. So it's had some learning time. I didn't want to reset it, because I didn't want to change too many variables at once.

-Mike

http://forums.nasioc.com/forums/showthread.php?t=701163

Helper spring would have the exact opposite effect than what he needs. Helper spring = more boost.

Try swapping the borla header back off with the factory manifold and see if that clears it up. It's about the easiest swap to test for the issues. ( getting at the O2 sensor is that hardest part of that deal.) If that fixes it then hold off on using the header until you upgrade to a better turbo.

The real culprit is most likely the DP section of your exhaust, but that is also the best power gain you have, so you don't want to ditch that and go back to stock. ( I wouldn't)

Actually another test to see if the wastegate isn't opening enough would be to get a 2" section of regular vacuum line and replace the restricted factory line off the pressure side of the wastegate control hoses. There are two sections with a 'T' in the middle. The T runs off to the factory boost control valve. One side goes to the wategate, and the other side runs to the pressurized outlet on the turbo. The pressurized side should have the restrictor pill inside of it. (You can tell by squeezing the line)

If you remove the restrictor pill, and plumb it with open line, a lot more air will try to open the wastegate. You shouldn't hit target boost levels, but the wastegate should blow wide-a$$ open. Then if you still get creep you'll know that it is due to exhaust gas velocity being too great.

If the pill removal eliminates creep. Then look into different restrictor options. At home depot in the tool section there is a small welding section. In that section they sell brass welding tips. These used to be the cheap 90 hp mod for 300zx twin turbos. They make different sizes to pass different wires gauges. You wat one with abigger hole than the stock pill. You can either insert them into the vaccum line or use them like a nipple between two pieces of vaccum line.

However you try this, be careful with testing and make sure you don't overshoot your target boosts. I'd go ahead and do ECU resets along the way and run easy for a bit to give the ECU a chance to figure out how it will control the new WG pressures with the FBC. And keep all factory plumbing intact so it's easy to return to stock. Don't cut any hoses or try to remove the pill.

Hrm. I didn't know about the pill. It's also concievable that I could have flipped that T setup backwards when I reassembled things. I'll investigate further.

As for the header, I put it on more for weight savings than potential power gains.

I'm also guessing that you don't recommend doing any more porting on the turbo, because you haven't event mentioned that yet? Or are you just trying to cover the easier stuff first?

kool168: I read that entire thread, and found it to be generally useless, because of all the noise.

-Mike

Floor it in fifth and let the ECU do the work. 0.12 is safe and will not trigger boost cut. With an open exhaust and a ported wastegate you may have increased boost. If you hit boost cut the ECU will give the MIL/flash and you'll know it is unsafe and need to look into things further. I can get 0.13 without triggering boost cut and I have a similar setup- with a Deadbolt black hole flapper to help move the gas out.
I floor it in fifth and get 0.11 that rises to 0.13 and holds steady. I think the winter air is helping me get this much boost.

Yeah, the fuel cut is a good safety. You won't hurt your motor, you'll just feel the sudden thud of the engine losing power when you hit cut-off. It's disturbing, but not detrimental. If you don't hit it, you don't have a problem. (I'm only just getting familiar with units other than PSi now that my Apexi uses kg/cm squared)

I ported my own 39 like you. It didn't take much to get the flow smoothed out and to get rid of the creep, so I'd say no, what you have done so far is probably enough.

If the pill is on the wastegate side you are making the bleedoff valve work really really hard to control boost. The rise in boost should be about the same, but the valve will be trying to pass unrestricted boost. I think the hose with the pill has little yellow 'ink marks' on it.

I don't run the restrictor with my EBC but I do with the UTEC and I've increased all the bleedoff plumbing size to 1/4" to help it out. I don't like the factory setup. I like the aftermarket setups that interrupt the wastegate line... they can turn the pressure completely off... a bleedoff setup can only come very very close to off.

To make sure I have this straight...

The boost in the line from the turbo outlet to the wastegate actuator is what opens the wastegate, and the boost control valve bleeds boost off that line to control how much the wastegate opens. The pill in the line between the T and the turbo outlet controls the overall amount of air going through that subsystem, thus controlling how much the wastegate can potentially open.

So in swapping the line with the pill in it, I'll be allowing more air / boost to hit the wastegate actuator, which should blow it open, and I should see lower boost with no creep. If that happens, then I need to experiment with some different-sized pills.

The only problem I see with that, is that it doesn't seem like it would be an entirely conclusive test, because if you never make good boost at the mid-range, you won't be pushing enough air through the motor to over-spool the turbo at higher RPMs and see boost, will you?

Then if I *do* still get boost creep with the pill removed, I should try removing the headers, or get a fuel pump and an FPR and just run a little more boost. :) EDIT: or maybe try opening up the wastegate hole a bit?

Did I get all that right?

-Mike

All sounds about right. You could do like I did when I thought the wastegate was being blown open. I mounted a small video camera under my hood, and a flash light, and ran the feed into a monitor so I could watch while I drove.

All sounds about right. You could do like I did when I thought the wastegate was being blown open. I mounted a small video camera under my hood, and a flash light, and ran the feed into a monitor so I could watch while I drove.

really?

isn't it too hot for the camera?

:p

Nah. I mounted it up under the strut tower brace and with the TMIC gone, it gets lots of air. I never left it under there long.

Keep us up with what you find. I'm curious.

To make sure I have this straight...

The boost in the line from the turbo outlet to the wastegate actuator is what opens the wastegate, and the boost control valve bleeds boost off that line to control how much the wastegate opens. The pill in the line between the T and the turbo outlet controls the overall amount of air going through that subsystem, thus controlling how much the wastegate can potentially open.

So in swapping the line with the pill in it, I'll be allowing more air / boost to hit the wastegate actuator, which should blow it open, and I should see lower boost with no creep. If that happens, then I need to experiment with some different-sized pills.

The only problem I see with that, is that it doesn't seem like it would be an entirely conclusive test, because if you never make good boost at the mid-range, you won't be pushing enough air through the motor to over-spool the turbo at higher RPMs and see boost, will you?

Then if I *do* still get boost creep with the pill removed, I should try removing the headers, or get a fuel pump and an FPR and just run a little more boost. :) EDIT: or maybe try opening up the wastegate hole a bit?

Did I get all that right?

-Mike

Hey Guys, I really like this Idea to controll boost creep, but why has "nearly everyone" who posts on this subject only rely on porting or em to address the problem?
I had a ppp stg 2 kit on my old wrx, and I had to work with the Prodrive engineer, and a handfull of the brass wastgate actuator line pills to dial my car in correctly. Each pill made a (size 1.0, 1.1, 1.15, and stock-1.2) big difference on how my car performed, so with that said, a mild step in pill size could concievably eliminate creeping, couldn't it? Perhaps it could simply buy enough time until the next upsihift before you overboost, and a small increase in pill size shouldn't have too much effect on overall boost preasure.
Again, this is the first time I've seen this mentioned for boost creep, but believe it could be a much simpler step then porting.

I've done some more experimentation. I've got my UTEC installed. I'm running substantially reduced values in the boost map (200-250, stock stage II map was 375). I still get creep. I tried a piece of vacuum line off the compressor outlet with no restrictor, and that didn't seem to make any difference. However, after I put it back to stock, I noticed that I didn't have my ABC (from the UTEC install) closed all the way. So for thoroughness, I need to try it again, and log it. But I've already got some logs that make me think I really do still have boost creep issues. With my current map, I don't hit full boost (15-16psi) in lower gears, but still get creep
in higher gears.

So... I need to make some mechanical changes. That wastegate line I'm almost positive won't do it. I don't want to remove any parts (in fact, I want to put the intake back on). I can't think of anything to do but take off the turbo again, and try to open the hole a bit. Ideas?

I still need to do more logging to get some better data. If you have specific recommendations for cases to log, let me know and I'll do my best.

-Mike

Here's a 6th gear pull. I lifted when the boost guage got scary.
Load Knock Mod Mod Mod
RPM MAP MAF TPS Site Count Ign#1 Inj#1 Ign Fuel Boost MAF
psia V % deg duty deg % (CL) V 3290 -5.7 3.1 52 10 00 +25.9 27.9 +20.0 +0.6 210.00 3.3
3229 -2.6 3.4 80 20 00 +20.5 38.3 +17.1 +0.6 250.00 3.5
3267 +1.3 3.5 38 40 00 +14.3 44.7 +17.0 +1.8 200.00 3.7
3293 +5.5 3.6 60 50 00 +13.2 46.2 +16.2 +2.2 250.00 3.7
3277 +8.4 3.8 98 60 00 +12.2 53.8 +16.2 +3.8 250.00 3.9
3290 +10.4 3.8 99 70 00 +11.5 54.2 +15.3 +4.1 250.00 3.9
3313 +11.5 3.8 99 70 00 +11.6 53.6 +15.4 +4.2 250.00 3.9
3356 +12.1 3.8 99 70 00 +11.7 53.9 +15.5 +4.2 250.00 3.8
3387 +12.5 3.7 99 70 00 +11.6 55.2 +15.5 +3.8 250.00 3.9
3397 +12.7 3.8 99 70 00 +11.7 54.5 +15.8 +3.9 250.00 3.9
3457 +12.9 3.7 99 70 00 +11.6 56.0 +15.7 +3.5 250.00 3.9
3465 +13.1 3.8 99 70 00 +11.7 55.5 +15.7 +3.6 250.00 3.9
3454 +12.9 3.8 99 70 00 +11.7 57.7 +16.0 +3.2 250.00 3.9
3475 +13.1 3.9 99 70 00 +11.6 58.2 +16.0 +3.2 250.00 3.9
3527 +13.1 3.9 100 70 00 +11.7 60.1 +16.0 +3.3 250.00 3.9
3519 +13.1 3.8 98 70 00 +11.6 59.2 +16.0 +3.3 250.00 4.0
3519 +13.3 3.9 100 70 00 +11.5 59.5 +16.0 +3.3 250.00 4.0
3599 +13.3 3.9 99 70 00 +11.5 61.0 +16.0 +3.3 250.00 4.0
3568 +13.3 3.9 99 70 00 +11.6 60.1 +16.0 +3.3 250.00 4.0
3615 +13.5 3.9 99 70 00 +11.7 60.9 +16.0 +3.3 250.00 4.0
3603 +13.5 3.8 99 80 00 +11.7 60.7 +15.0 +3.3 250.00 4.0
3639 +13.7 3.9 99 80 00 +11.9 61.9 +15.0 +3.3 250.00 4.0
3639 +14.1 3.9 99 80 00 +12.2 62.3 +15.0 +3.2 250.00 4.0
3683 +13.9 3.9 99 80 00 +12.5 62.9 +15.0 +3.2 250.00 4.0
3707 +13.7 3.9 98 70 00 +12.4 62.2 +16.0 +3.2 250.00 4.0
3716 +13.7 3.9 98 70 00 +12.8 63.3 +16.0 +3.1 250.00 4.1
3745 +13.3 3.9 99 70 00 +13.2 64.0 +16.0 +3.2 250.00 4.0
3787 +13.3 4.0 99 70 00 +13.6 66.8 +16.0 +3.1 250.00 4.0
3907 +13.5 4.0 99 70 00 +13.9 67.2 +16.4 +3.1 250.00 4.1
3805 +13.5 4.0 99 70 00 +13.8 66.0 +16.2 +3.1 250.00 4.1
3770 +13.5 3.9 98 80 00 +14.3 68.2 +15.4 +3.1 250.00 4.0
3827 +13.9 3.9 99 80 00 +14.7 68.1 +15.6 +3.1 250.00 4.1
3853 +13.9 4.0 99 80 00 +14.6 66.6 +15.6 +3.1 250.00 4.1
3866 +14.1 3.9 97 80 00 +15.4 69.1 +16.0 +3.1 250.00 4.1
3862 +14.1 4.0 99 80 00 +15.4 68.4 +16.4 +3.1 250.00 4.1
3894 +13.9 4.0 99 70 00 +15.6 70.2 +17.4 +3.1 250.00 4.1
3907 +14.3 4.0 99 80 00 +16.1 66.8 +16.2 +3.1 250.00 4.1
3921 +14.7 4.0 100 80 00 +16.2 68.0 +16.0 +3.1 250.00 4.2
3935 +14.9 3.9 98 80 00 +16.4 70.8 +16.8 +3.1 250.00 4.1
3954 +14.9 4.0 99 80 00 +16.8 69.0 +16.6 +2.7 250.00 4.0
3982 +14.5 4.0 99 70 00 +17.2 71.3 +17.9 +2.7 250.00 4.1
4055 +14.1 4.0 99 80 00 +17.3 71.9 +17.0 +3.2 250.00 4.1
4020 +13.9 4.1 100 80 00 +17.7 73.3 +17.0 +3.2 250.00 4.2
4100 +14.1 4.1 100 80 00 +17.8 73.4 +17.1 +3.2 250.00 4.2
4110 +14.5 4.1 100 80 00 +18.1 71.3 +17.1 +3.2 250.00 4.2
4065 +14.3 4.0 99 80 00 +18.0 74.0 +17.1 +3.1 250.00 4.2
4115 +14.5 4.1 99 80 00 +18.2 72.9 +17.1 +3.0 250.00 4.2
4095 +14.5 4.1 99 80 00 +18.4 75.7 +17.2 +3.0 250.00 4.3
4089 +14.7 4.1 99 80 00 +18.4 73.6 +17.3 +2.9 250.00 4.1
4151 +14.7 4.1 99 80 00 +18.6 72.9 +17.3 +2.8 250.00 4.3
4187 +14.9 4.0 99 80 00 +18.8 72.0 +17.3 +2.9 250.00 4.2
4230 +14.9 4.1 98 80 00 +18.8 70.7 +17.3 +2.8 250.00 4.2
4290 +14.7 4.2 99 80 00 +19.0 75.0 +17.4 +2.8 250.00 4.3
4257 +14.5 4.2 99 70 00 +19.1 75.3 +17.6 +2.6 250.00 4.2
4262 +14.3 4.1 99 80 00 +19.1 76.3 +17.6 +2.8 250.00 4.2
4262 +14.5 4.1 99 80 00 +19.4 81.5 +17.7 +2.6 250.00 4.3
4317 +14.9 4.2 97 80 00 +19.4 85.5 +17.7 +2.8 250.00 4.3
4357 +15.3 4.2 99 80 00 +19.6 80.7 +17.7 +2.6 250.00 4.3
4329 +15.3 4.1 98 80 00 +19.6 84.4 +17.7 +2.6 250.00 4.3
4357 +15.5 4.2 100 90 00 +19.6 88.6 +17.7 +2.7 250.00 4.3
4380 +16.1 4.3 100 90 00 +19.6 85.6 +18.0 +2.8 250.00 4.3
4409 +16.4 4.3 99 90 00 +19.6 84.0 +18.0 +2.8 250.00 4.3
4368 +16.8 4.3 99 90 00 +20.2 85.0 +18.1 +2.8 250.00 4.4
4456 +16.8 4.3 99 90 00 +20.2 85.6 +18.0 +2.9 250.00 4.5
4450 +16.8 4.3 100 90 00 +20.4 90.0 +18.3 +2.9 250.00 4.4
4486 +17.0 4.3 99 90 00 +20.5 90.2 +18.3 +2.9 250.00 4.4
4498 +17.0 4.3 52 90 00 +20.8 91.6 +18.6 +2.9 210.00 4.4
4456 +15.1 3.8 26 70 00 +24.3 42.7 +18.3 +2.8 200.00 3.4
4486 +10.6 2.8 16 00 00 +42.1 16.9 ECU. +0.0 ECU. 2.6
4397 +3.9 2.1 7 00 00 +44.4 7.6 ECU. +0.0 ECU. 1.8
4374 -3.2 1.9 1 00 00 +39.7 8.7 ECU. +0.0 ECU. 1.9


Here's a pull from earlier in the log, don't remember what gear. Probably 3rd or 4th. The revs are going up much faster.
Load Knock Mod Mod Mod
RPM MAP MAF TPS Site Count Ign#1 Inj#1 Ign Fuel Boost MAF
psia V % deg duty deg % (CL) V 2184 -7.5 2.4 23 00 00 +40.4 26.7 ECU. +0.0 ECU. 2.5
2214 -5.9 2.6 28 10 00 +29.8 14.6 +25.0 +4.8 ECU. 2.7
2281 -4.3 2.7 37 10 00 +25.2 18.3 +24.4 +4.9 200.00 2.9
2332 -2.4 2.8 40 10 00 +20.0 21.2 +24.0 +4.9 200.00 3.0
2500 -0.4 2.9 52 10 00 +18.1 22.8 +23.0 +4.9 200.00 3.0
2604 +0.8 3.0 57 20 00 +16.7 24.5 +17.0 +3.8 200.00 3.2
2679 +2.3 3.1 62 20 00 +15.1 27.7 +17.0 +2.4 200.00 3.3
2858 +3.7 3.4 78 30 00 +13.6 35.1 +17.0 +2.8 200.00 3.5
2984 +5.1 3.6 99 40 00 +12.4 42.5 +17.0 +2.9 200.00 3.6
3165 +7.2 3.7 99 50 00 +12.3 47.6 +16.0 +2.5 250.00 3.8
3330 +9.2 3.8 98 60 00 +11.5 53.1 +16.4 +3.8 250.00 3.9
3512 +10.8 3.7 99 70 00 +11.8 53.9 +16.0 +3.3 250.00 4.0
3691 +11.9 3.9 97 70 00 +12.0 59.9 +16.0 +3.2 250.00 4.0
3792 +12.3 3.8 96 70 00 +13.1 66.7 +17.2 +3.1 250.00 4.0
3935 +12.1 4.0 97 60 00 +14.5 69.2 +18.1 +2.7 250.00 4.0
4130 +12.1 4.1 97 70 00 +14.8 72.3 +17.7 +2.8 250.00 4.1
4317 +12.3 4.1 100 70 00 +15.4 73.7 +17.7 +2.6 250.00 4.2
4456 +12.3 4.1 97 70 00 +15.5 77.3 +18.4 +2.8 250.00 4.2
4623 +12.5 4.2 97 70 00 +16.2 86.5 +19.1 +2.7 250.00 4.3
4810 +12.7 4.2 97 70 00 +16.8 87.8 +19.6 +1.7 250.00 4.4
4952 +12.7 4.3 95 70 00 +17.7 87.5 +20.7 +0.0 250.00 4.3
5104 +13.1 4.3 81 70 00 +18.3 89.5 +21.0 -0.3 200.00 4.3
5316 +13.3 4.3 47 70 00 +19.0 87.3 +21.3 -0.2 200.00 4.2
5359 +11.5 3.9 29 50 00 +29.5 51.0 +22.2 -0.2 200.00 3.4
5265 +6.8 2.6 12 00 00 +46.1 13.2 ECU. +0.0 ECU. 2.0
4930 +0.4 1.9 1 00 00 +23.4 9.2 ECU. +0.0 ECU. 1.9


And another pull. Don't remember what gear. Probably 4th, maybe 5th. Notice that boost is building higher than in the previous one.
Load Knock Mod Mod Mod
RPM MAP MAF TPS Site Count Ign#1 Inj#1 Ign Fuel Boost MAF
psia V % deg duty deg % (CL) V 4284 +8.8 3.9 41 50 00 +18.4 60.5 +19.4 +1.5 200.00 3.9
4329 +9.4 3.9 47 50 00 +17.9 66.6 +19.6 +1.6 200.00 4.0
4312 +9.6 4.0 52 60 00 +17.5 69.2 +18.5 +2.6 210.00 4.1
4397 +10.2 4.1 70 60 00 +17.4 75.4 +18.5 +2.6 250.00 4.1
4444 +10.8 4.1 97 70 00 +16.7 77.7 +18.3 +2.8 250.00 4.2
4480 +12.1 4.2 99 70 00 +17.0 84.1 +18.6 +2.6 250.00 4.3
4585 +13.1 4.2 97 80 00 +17.4 86.3 +18.9 +2.6 250.00 4.3
4741 +13.7 4.3 98 80 00 +17.8 88.0 +19.4 +2.2 250.00 4.4
4755 +14.5 4.3 97 80 00 +18.1 91.2 +19.6 +1.9 250.00 4.4
4894 +14.9 4.3 97 80 00 +18.2 88.3 +20.2 +0.5 250.00 4.3
4982 +14.9 4.4 98 80 00 +18.5 90.6 +20.8 -0.3 250.00 4.3
5144 +15.3 4.5 98 80 00 +18.7 93.1 +21.0 -0.3 200.00 4.4
5224 +15.5 4.4 98 90 00 +18.8 92.7 +20.8 -0.1 200.00 4.5
5282 +15.5 4.5 98 90 00 +19.1 96.4 +21.1 -0.1 200.00 4.4
5411 +15.9 4.4 97 90 00 +19.6 95.3 +21.3 -0.1 200.00 4.5
5455 +15.7 4.5 99 80 00 +19.6 97.3 +21.8 +0.3 200.00 4.4
5659 +15.1 4.4 98 80 00 +20.2 96.6 +22.1 +0.4 200.00 4.5
5640 +14.3 4.4 97 70 00 +20.3 97.5 +22.3 +0.2 200.00 4.5
5727 +13.9 4.5 97 70 00 +20.5 99.4 +22.5 +0.0 200.00 4.5
5777 +13.5 4.5 73 70 00 +20.6 ---.- +22.6 +0.0 200.00 4.5
5807 +12.5 4.1 30 70 00 +25.1 64.0 +22.3 +0.1 200.00 3.7
5817 +8.0 2.9 16 00 00 +45.0 20.0 ECU. +0.4 ECU. 2.3

port it again

open it up a little more
take pics this time before putting it back in, so all we grinders and whiners can help u out :)