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Mapping the 21 psi boost profile is very slow work. John’s employing two strategies. First, holding the rpm in the LH column grid line while slowly varying the load. Second, slowly traversing the LH load grid line across rpms.
This is all done at a conservative ignition timing just to get the fuel map calibrated. One of the reasons it’s so slow is that, at high rpms or high loads, there’s not as much room for error. One could have probably mapped five normally aspirated stocking engines to target AFR values with a throttle stop and load holding dyno in the same time.
Despite the conservative ignition timing, it’s making good torque for this boost level (21 psig) from 5 liter displacement. The dyno graph of mapping progress and my girls sitting on what looks like a fuel map graph:
Finally some progress in finding a new bottleneck.
Spec 3+ clutch gives up the ghost at 720 rw lbf-ft of torque. (Rennlist mobile editor on iPhone gives up the ghost when trying to type lbf-ft...). That’s 820 or so at the flywheel and given that the Spec’s spec (puntentional) is 770 at the flywheel, the clutch did what it was supposed to do.
Spec 5 disc will go in as temporary solution.
The preliminary plan is to tune the car with Spec 5 clutch to see what the next bottleneck is, detune it for street 93 E10 and drive it with Spec 3+, and investigate other clutch solutions.
Wonder how many aftermarket wideband systems do these correctly?
I wonder how many aftermarket wideband oxygen sensor controllers run the correct heating algorithm after the startup and how many of them do the correct pressure compensation correction?
John’s annoyed by the speed at which aftermarket controllers wreck Bosch lambda sensors, and the sensor spec documents give a hint why that happens.
haha,INDEED, same experience here with my dual Lambda gauge from Innovate. I bought it for mapping my BMW 850i ( 12 cilinder) after supercharger install… i'm at the 3the set of Bosch O2 sensors .. not cheap damned.
Now i installed a switch and wait until engine is warm to activate the Lambda gauge … as i suspect condensation was killing the sensors due temp shock ,when direct heating with full voltage as i assume those gauges do.
Normally they advise that with a running engine , the O2 sensors should always be activated…. but i have the opposite experience . In my rally BMW CSL i have a Innovate ( single ) Lambda wideband gauge which i use very rare … and after 3 years it still worked perfect ! I did screw up the sensor recently when i added two stoke oil once for "oiling" the triple weber carbs… sad mistake.
haha,INDEED, same experience here with my dual Lambda gauge from Innovate. I bought it for mapping my BMW 850i ( 12 cilinder) after supercharger install… i'm at the 3the set of Bosch O2 sensors .. not cheap damned.
Now i installed a switch and wait until engine is warm to activate the Lambda gauge … as i suspect condensation was killing the sensors due temp shock ,when direct heating with full voltage as i assume those gauges do.
Yeah, most aftermarket controllers are garbage and kill a sensor in months that lasts ten years in a system designed by a car factory. What’s the best (closest to factory quality) aftermarket controller system?
I'm curious, but can you do a quick recap for those of us struggling to follow along after 2000 posts(!)? I seem to recall that you were hitting a wall on certain aspects of the system with the original engine, so you dropped in a modified engine including lower compression, better manifolds and bigger turbos. It looks like your HP numbers are now meeting or exceeding what you had before, but I haven't gone back to compare. Can you recap the bottlenecks, and whether your current system has gotten past them yet? I'm also interested if you have an estimate of what numbers this version will end up with when it's fully tuned. Would be nice to see before-and-after dyno charts overlaid. Following with interest!!!
08-17-2019, 11:00 AM
