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Thread: MAP kPa to Boost PSI Equivalents

  1. #1
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    Default MAP kPa to Boost PSI Equivalents

    Every 6.9 kPa over 101, is 1 PSIG of boost:
    100 kPa = 0.0 psi
    101 kPa = 0.1 psi
    102 kPa = 0.2 psi
    105 kPa = 0.7 psi
    108 kPa = 1.1 psi
    115 kPa = 2.1 psi
    122 kPa = 3.2 psi
    129 kPa = 4.2 psi
    136 kPa = 5.2 psi
    143 kPa = 6.2 psi
    150 kPa = 7.2 psi
    157 kPa = 8.2 psi
    164 kPa = 9.2 psi
    171 kPa = 10 psi
    177 kPa = 11 psi
    184 kPa = 12 psi
    191 kPa = 13 psi
    198 kPa = 14 psi
    205 kPa = 15 psi
    212 kPa = 16 psi
    219 kPa = 17 psi
    226 kPa = 18 psi
    233 kPa = 19 psi
    239 kPa = 20 psi
    246 kPa = 21 psi
    253 kPa = 22 psi
    260 kPa = 23 psi
    267 kPa = 24 psi
    274 kPa = 25 psi
    281 kPa = 26 psi
    288 kPa = 27 psi
    295 kPa = 28 psi
    301 kPa = 29 psi
    308 kPa = 30 psi
    315 kPa = 31 psi
    322 kPa = 32 psi
    329 kPa = 33 psi
    336 kPa = 34 psi
    343 kPa = 35 psi
    350 kPa = 36 psi
    357 kPa = 37 psi
    363 kPa = 38 psi
    370 kPa = 39 psi
    377 kPa = 40 psi
    384 kPa = 41 psi
    391 kPa = 42 psi
    398 kPa = 43 psi
    405 kPa = 44 psi
    412 kPa = 45 psi
    419 kPa = 46 psi
    425 kPa = 47 psi
    432 kPa = 48 psi
    439 kPa = 49 psi
    446 kPa = 50 psi
    453 kPa = 51 psi
    460 kPa = 52 psi
    467 kPa = 53 psi
    474 kPa = 54 psi
    481 kPa = 55 psi
    487 kPa = 56 psi
    494 kPa = 57 psi
    501 kPa = 58 psi
    508 kPa = 59 psi
    515 kPa = 60 psi
    522 kPa = 61 psi

    1 bar MAP = 100 kPa / 00.00 PSIG - 14.70 PSIA (sea level - naturally aspirated)
    2 bar MAP = 200 kPa / 14.31 PSIG - 29.01 PSIA (sea level - forced induction)
    3 bar MAP = 300 kPa / 28.81 PSIG - 43.51 PSIA (sea level - forced induction)
    4 bar MAP = 400 kPa / 43.32 PSIG - 58.02 PSIA (sea level - forced induction)
    5 bar MAP = 500 kPa / 57.82 PSIG - 72.52 PSIA (sea level - forced induction)
    6 bar MAP = 600 kPa / 72.33 PSIG - 87.02 PSIA (sea level - forced induction)
    7 bar MAP = 700 kPa / 86.83 PSIG - 101.5 PSIA (sea level - forced induction)

    FYI: The Holley EFI software MAP kPa load scale (Y axis) will display:
    1 bar-105 kPa, 2 bar-210 kPa, 3 bar-315 kPa, 3.5 bar-350 kPa, 4 bar-420 kPa, 5 bar-520 kPa

    Don't confuse PSIG (boost gauge) & PSIA (absolute with atmosphere):
    http://www.turbobygarrett.com/turbob...Tech%20103.pdf (Read "Gauge Pressure" toward end of page one.)
    Here's an excellent pressure conversion calculator:
    http://www.calculator.org/property.aspx?name=pressure (Enter kPa at left, and select psig or psia at right.)
    Holley EFI Boost Control Quick Start Guide:
    http://documents.holley.com/techlibr...9r10629rev.pdf (A Step-By-Step Example)
    Holley EFI Boost Control Instruction Manual:
    http://documents.holley.com/techlibr...r10628rev3.pdf (Full Fundamental Instructions)
    Holley EFI Boost Control 557-200 3-Port Solenoid Valves, 1 "Fill" & 1 "Vent":
    http://documents.holley.com/199r10534rev.pdf (Tech Resources Supplement For Proper Wiring)
    The Holley EFI electronic boost controller uses one input & two outputs for the dual boost solenoid control type.
    The "Boost −" solenoid is the "Vent" solenoid, and the "Boost +" solenoid is the "Fill" solenoid. Both are Outputs.
    The solenoid +/− "Output Type" is selected in the Inputs/Outputs screen of the Boost ICF, then Pin-Mapped.
    http://documents.holley.com/199r10629rev.pdf (Boost Solenoid Wiring - Figure 21, Page 11)

    The HP ECU should use PWM− type of Output for the boost solenoids (LINK).
    The Dominator ECU can use either type of Output (PWM− or PWM+) for the boost solenoids.
    However, if using the PWM+ Outputs, they should be wired on the J2B connector.
    http://documents.holley.com/techlibr...10555rev17.pdf (Holley EFI Wiring Manual - Section 2.1 "Pin-Outs", Pages 6, 7 & 8)

    The dome pressure sensor should be a 554-102 pressure transducer, or a 554-108 5 bar MAP sensor (depending on your
    boost psi - LINK). http://forums.holley.com/showthread....6179#post46179 (Dome Pressure Sensor Wiring)
    Boost ICF (Individual Configuration File):
    The Boost function is an "Individual Configuration" of the Holley EFI software.
    It's an electronic boost controller. If your forced induction is entirely mechanical, you don't need it.
    At top of screen, Click "Toolbox" and "Add Individual Config".
    At top of new window, select "Individual Configuration Library".
    At bottom of new window, select "Holley EFI Boost Config".
    Select "Boost" and open "Sample Config 1 Boost".
    The Boost icon will then be present at top of screen.
    Review Boost menu options to determine which apply to you.
    Ensure you initially set all seven of the Boost "Safety Setup" parameters to "Ignore".
    EFI Software Help Information/Instructions:
    ‒ On the top Toolbar, click "Help" & "Contents". This opens all Help topics.
    ‒ When navigating the software, click "Help ?", drag it to any parameter and click again.
    ..This automatically opens the definitions for that specific parameter.
    ‒ Tuning information can be read by clicking the F1 key, when you're viewing any screen.
    http://documents.holley.com/techlibr...10555rev17.pdf (Holley EFI Wiring Manual)

    Software & Firmware Versions:
    Software: click "Help" tab (top toolbar) & "About Holley EFI".
    Firmware: click "Sync With ECU" & "Get ECU Info" (Key-on/USB connected).
    The latest software & firmware can be downloaded here:
    https://www.holley.com/support/resou...Fuel_Injection (Holley EFI Technical Library)
    http://documents.holley.com/techlibr...r10546rev1.pdf (HP & Dominator Quick Start Guide)
    http://documents.holley.com/techlibr...rmwarerev1.pdf (How To Update ECU Firmware)
    Before updating firmware, ensure the current Global Folder is saved somewhere, since it will be erased from the ECU.

    Latest V4 EFI Software & ECU Firmware:
    The latest Holley EFI V4 software & firmware can be downloaded HERE.
    Read the V4 Software Overview document HERE, or in the EFI software "Help" Contents.
    Be sure to successfully install the new V4 software, before installing the ECU firmware.
    Ensure the Holley EFI software is not open and the ECU is not powered on/connected when installing the new software.

    Quote Originally Posted by Garrett Boost Adviser Online
    Step 2 of the Garrett Boost Adviser App suggests an air/fuel ratio for various fuel types:
    Pump Gas - 11.5:1
    Race Gas - 12.5:1
    Methanol - 5.0:1
    Diesel - 18.0:1
    E85 - 8.5:1
    http://www.turbobygarrett.com/turbobygarrett/webadviser
    Quote Originally Posted by MSD Ignition
    With the MSD6BTM you can also run a stock or nearly stock ignition timing which will result in good 'off the line' performance but it also retards the timing a set amount as the boost pressure increases. The amount of retard is user adjustable from 0 to 3° per PSI of boost. A normal setting is 1° [or slightly less] per PSI, but more or less can be used depending on your setup and how the car is reacting to other variables such as air temp, gas octane, etc. So at 1 PSI of boost, it will retard out 1° of timing. At 6 PSI of boost, it will retard 6° of timing. When not on boost like at idle or cruising at a constant speed, it will not retard the timing at all. Again, this is user adjustable.
    Quote Originally Posted by MegaManual.com
    To tune your VE table, you must proceed with caution in the upper ranges of boost and rpm. Do not rush yourself, and jump ahead of a proper procedure. You can destroy your engine if you do not “sneak up” on the proper VE numbers. To start tuning the VE table, warm the engine to full operating temperature first. Install new spark plugs, then go for a "spirited" drive.

    Let up on the throttle immediately if you hear the rattles of detonation, or if boost rises higher than you planned. Then remove and inspect your spark plugs. Look for evidence of detonation on the porcelain nose of the spark plug that surrounds the center electrode. Detonation will show as "salt and pepper", tiny flecks of carbon and/or aluminum that indicate detonation has occurred. (Note that those tiny specks of aluminum are bit of your pistons that are being destroyed - so you will want to pay attention to them, and fix it as soon as you can!)

    If there are no rattles and no "salt & pepper", increase the boost by a few psi, and repeat. Check the spark plugs after each drive. As you continue to increase boost, you will eventually either hear detonation (let off the gas immediately!) or you will have evidence on the plugs that it has occurred. At this point, increase the VE at that point of the VE table, decrease the timing (in the 12x12 Spark Advance table if you have MS-II™, otherwise by whatever means you have!), or reduce your boost levels. Do not continue to operate an engine that shows signs of detonation, even if it is brief.

    Do not retard the timing excessively to combat detonation. If you retard the timing too much, the exhaust gases will get very hot, causing the exhaust manifold to glow bright red hot, and there might be damage to the exhaust valves, turbine wheel, catalytic converters, and exhaust manifold. It can also cause engine compartment fires!

    In OEM turbocharged applications, the engine tune is carefully planned so that exhaust gas temperatures will not exceed around 1600°F/870°C. If you find yourself taking out more than about 0.3° to 0.4° of advance for every kPa above 100 kPa (~2° to 3° per PSI of boost) to deter detonation, then you should stop removing timing and add fuel instead. Add fuel via the VE table in 2% to 3% increments until you are sure the detonation is avoided and the exhaust temperatures come down.
    May God's grace bless you in the Lord Jesus Christ.

    '78 BRONCO: 508" stroker, TFS heads, 11:1 comp ratio, Dominator MPFI & DIS, cold air induction, Spal dual 12" fans/aluminum radiator, dual 3" exhaust/Magnaflow mufflers, Moroso vacuum pump, Accusump, engine oil & trans fluid coolers, 100HP progressive dry direct-port NOS, A/C, LenTech Strip Terminator wide-ratio AOD/2500 RPM converter, 3:1 Atlas II, modified Dana 44/60-lockers-4.10s, hydroboost/4-disc brakes, ram-assist/heim joint steering, Cage long radius arms, traction bars, 4" Skyjacker lift, 35" mud tires

  2. #2
    Join Date
    Dec 2009
    Location
    Connecticut
    Posts
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    Default MAP kPa to inHg (vacuum gauge) to PSIG

    105 kPa = +1.48 inHg = +0.72 psig
    104 kPa = +1.18 inHg = +0.58 psig
    103 kPa = +0.89 inHg = +0.43 psig
    102 kPa = +0.59 inHg = +0.29 psig
    101 kPa = +0.30 inHg = +0.14 psig
    100 kPa = -0.0 inHg = -0.00 psig
    99 kPa = -0.30 inHg = -0.14 psig
    98 kPa = -0.59 inHg = -0.29 psig
    97 kPa = -0.89 inHg = -0.43 psig
    96 kPa = -1.18 inHg = -0.58 psig
    95 kPa = -1.48 inHg = -0.72 psig
    94 kPa = -1.78 inHg = -0.87 psig
    93 kPa = -2.07 inHg = -1.01 psig
    92 kPa = -2.37 inHg = -1.16 psig
    91 kPa = -2.66 inHg = -1.30 psig
    90 kPa = -2.96 inHg = -1.45 psig
    89 kPa = -3.26 inHg = -1.59 psig
    88 kPa = -3.55 inHg = -1.74 psig
    87 kPa = -3.85 inHg = -1.88 psig
    86 kPa = -4.14 inHg = -2.03 psig
    85 kPa = -4.44 inHg = -2.17 psig
    84 kPa = -4.73 inHg = -2.32 psig
    83 kPa = -5.03 inHg = -2.46 psig
    82 kPa = -5.33 inHg = -2.61 psig
    81 kPa = -5.62 inHg = -2.75 psig
    80 kPa = -5.92 inHg = -2.90 psig
    79 kPa = -6.22 inHg = -3.04 psig
    78 kPa = -6.51 inHg = -3.19 psig
    77 kPa = -6.81 inHg = -3.33 psig
    76 kPa = -7.11 inHg = -3.48 psig
    75 kPa = -7.40 inHg = -3.62 psig
    74 kPa = -7.70 inHg = -3.77 psig
    73 kPa = -7.99 inHg = -3.91 psig
    72 kPa = -8.29 inHg = -4.06 psig
    71 kPa = -8.59 inHg = -4.20 psig
    70 kPa = -8.88 inHg = -4.35 psig
    69 kPa = -9.18 inHg = -4.49 psig
    68 kPa = -9.47 inHg = -4.64 psig
    67 kPa = -9.77 inHg = -4.78 psig
    66 kPa = -10.07 inHg = -4.93 psig
    65 kPa = -10.36 inHg = -5.07 psig
    64 kPa = -10.66 inHg = -5.22 psig
    63 kPa = -10.96 inHg = -5.36 psig
    62 kPa = -11.25 inHg = -5.51 psig
    61 kPa = -11.55 inHg = -5.65 psig
    60 kPa = -11.84 inHg = -5.80 psig
    59 kPa = -12.14 inHg = -5.94 psig
    58 kPa = -12.44 inHg = -6.09 psig
    57 kPa = -12.73 inHg = -6.23 psig
    56 kPa = -13.03 inHg = -6.38 psig
    55 kPa = -13.32 inHg = -6.52 psig
    54 kPa = -13.62 inHg = -6.67 psig
    53 kPa = -13.92 inHg = -6.81 psig
    52 kPa = -14.21 inHg = -6.96 psig
    51 kPa = -14.51 inHg = -7.10 psig
    50 kPa = -14.80 inHg = -7.25 psig
    49 kPa = -15.10 inHg = -7.39 psig
    48 kPa = -15.40 inHg = -7.54 psig
    47 kPa = -15.70 inHg = -7.68 psig
    46 kPa = -15.99 inHg = -7.83 psig
    45 kPa = -16.28 inHg = -7.97 psig
    44 kPa = -16.58 inHg = -8.12 psig
    43 kPa = -16.88 inHg = -8.26 psig
    42 kPa = -17.17 inHg = -8.41 psig
    41 kPa = -17.47 inHg = -8.55 psig
    40 kPa = -17.77 inHg = -8.70 psig
    39 kPa = -18.06 inHg = -8.84 psig
    38 kPa = -18.36 inHg = -8.99 psig
    37 kPa = -18.65 inHg = -9.13 psig
    36 kPa = -18.95 inHg = -9.28 psig
    35 kPa = -19.25 inHg = -9.42 psig
    34 kPa = -19.54 inHg = -9.57 psig
    33 kPa = -19.84 inHg = -9.71 psig
    32 kPa = -20.13 inHg = -9.86 psig
    31 kPa = -20.43 inHg = -10.00 psig
    30 kPa = -20.73 inHg = -10.15 psig
    29 kPa = -21.02 inHg = -10.29 psig
    28 kPa = -21.32 inHg = -10.44 psig
    27 kPa = -21.61 inHg = -10.58 psig
    26 kPa = -21.91 inHg = -10.73 psig
    25 kPa = -22.21 inHg = -10.87 psig
    24 kPa = -22.50 inHg = -11.02 psig
    23 kPa = -22.80 inHg = -11.16 psig
    22 kPa = -23.09 inHg = -11.31 psig
    21 kPa = -23.39 inHg = -11.45 psig
    20 kPa = -23.69 inHg = -11.60 psig
    19 kPa = -23.98 inHg = -11.74 psig
    18 kPa = -24.28 inHg = -11.89 psig
    17 kPa = -24.58 inHg = -12.03 psig
    16 kPa = -24.87 inHg = -12.18 psig
    15 kPa = -25.17 inHg = -12.32 psig
    14 kPa = -25.46 inHg = -12.47 psig
    13 kPa = -25.76 inHg = -12.61 psig
    12 kPa = -26.06 inHg = -12.76 psig
    11 kPa = -26.35 inHg = -12.90 psig
    10 kPa = -26.65 inHg = -13.05 psig
    9 kPa = -26.94 inHg = -13.19 psig
    8 kPa = -27.24 inHg = -13.34 psig
    7 kPa = -27.54 inHg = -13.48 psig
    6 kPa = -27.83 inHg = -13.63 psig
    5 kPa = -28.13 inHg = -13.77 psig
    4 kPa = -28.42 inHg = -13.92 psig
    3 kPa = -28.72 inHg = -14.06 psig
    2 kPa = -29.02 inHg = -14.21 psig
    1 kPa = -29.31 inHg = -14.35 psig
    0 kPa = -29.61 inHg = -14.50 psig

    Use conversion factor of .2953/29.53 @ 32°F or .2961/29.61 @ 60°F air temperature.
    Convert MAP kPa to inHg (vacuum gauge): MAP kPa x .2961 − 29.61 = InHg Vacuum Gauge

    Convert MAP kPa to psig (gauge): MAP kPa x .145 − 14.5 (slightly above sea level) = PSIG
    Convert MAP kPa to psia (absolute with atmosphere): MAP kPa x .145 = PSIA

    With PSIG, negative numbers are vacuum, and positive numbers are pressure.
    With PSIA, all numbers are positive. The Holley EFI software uses kPa & PSIG.

    The Holley EFI software uses kPa or PSIG (not PSIA). Here's an excellent pressure conversion calculator:
    http://www.calculator.org/property.aspx?name=pressure (Enter kPa at left, and select psig or psia at right.)
    May God's grace bless you in the Lord Jesus Christ.

    '78 BRONCO: 508" stroker, TFS heads, 11:1 comp ratio, Dominator MPFI & DIS, cold air induction, Spal dual 12" fans/aluminum radiator, dual 3" exhaust/Magnaflow mufflers, Moroso vacuum pump, Accusump, engine oil & trans fluid coolers, 100HP progressive dry direct-port NOS, A/C, LenTech Strip Terminator wide-ratio AOD/2500 RPM converter, 3:1 Atlas II, modified Dana 44/60-lockers-4.10s, hydroboost/4-disc brakes, ram-assist/heim joint steering, Cage long radius arms, traction bars, 4" Skyjacker lift, 35" mud tires

  3. #3

    Default

    So if I wanted my Secondary Fuel Pump to kick on at 5 psi boost, I would set my manifold pressure to 136 kPa?

  4. #4
    Join Date
    Dec 2009
    Location
    Connecticut
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    Default

    Yes, 136 kPa = 5.2 psig.
    May God's grace bless you in the Lord Jesus Christ.

    '78 BRONCO: 508" stroker, TFS heads, 11:1 comp ratio, Dominator MPFI & DIS, cold air induction, Spal dual 12" fans/aluminum radiator, dual 3" exhaust/Magnaflow mufflers, Moroso vacuum pump, Accusump, engine oil & trans fluid coolers, 100HP progressive dry direct-port NOS, A/C, LenTech Strip Terminator wide-ratio AOD/2500 RPM converter, 3:1 Atlas II, modified Dana 44/60-lockers-4.10s, hydroboost/4-disc brakes, ram-assist/heim joint steering, Cage long radius arms, traction bars, 4" Skyjacker lift, 35" mud tires

  5. #5

    Default

    You're the man!

  6. #6

    Default

    How do you change the math channel to make the 553-106 Digital Dash read boost/vacuum?

  7. #7
    Join Date
    Dec 2009
    Location
    Connecticut
    Posts
    17,643

    Default

    To convert kPa to inHg (vacuum gauge) on the Digital Dash (Math Multiplier/Channel Math):
    x^2 Term (a) 0
    Multiplier (b) 0.2961
    Offset (c) −29.61

    To convert kPa to PSIG, read the end of page 22 in the Digital Dash User Manual (LINK):
    x^2 Term (a) 0
    Multiplier (b) 0.1450
    Offset (c) 0
    May God's grace bless you in the Lord Jesus Christ.

    '78 BRONCO: 508" stroker, TFS heads, 11:1 comp ratio, Dominator MPFI & DIS, cold air induction, Spal dual 12" fans/aluminum radiator, dual 3" exhaust/Magnaflow mufflers, Moroso vacuum pump, Accusump, engine oil & trans fluid coolers, 100HP progressive dry direct-port NOS, A/C, LenTech Strip Terminator wide-ratio AOD/2500 RPM converter, 3:1 Atlas II, modified Dana 44/60-lockers-4.10s, hydroboost/4-disc brakes, ram-assist/heim joint steering, Cage long radius arms, traction bars, 4" Skyjacker lift, 35" mud tires

  8. #8

    Default

    Thanks Danny!

  9. #9

    Default

    So helpful!

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