tazman

I went to a new place in town to check them out and I ended up making a run because they were having a special opening. My A/F is still off a little so I should be able to get more out of it. Comments and thoughts are welcome. I still plan to go back and do a run at 16 psi and 18 psi once I get it tunned better.





And my old dyno chart for comparison.

Darius Juca

what turbo are you running?

tazman

Stock 26/8

eclou

very, very nice!

Darius Juca

inded very good ..must be the engine mangement system..!!!

tazman

Thanks guys!

Darius what stage turbo do you have? Can you post your dyno charts? Viteese is on my list for when I decide I am ready to purchase a new turbo and I would like to see what your dyno chart looks like.

Jake951

That's a good result! A couple comments/questions:

Your A/F starts to look a bit lean on the high end, although it's a little hard to read precisely from your TEC3 chart. You could probably pick up some more power on the top end by adding fuel there.

Also, it appears that your boost was cycling up and down quite a bit on the TEC3 chart. The other charts of yours that I've been looking at showed nice flat boost. It shows up, too, as ripples on the torque and hp curves. Any idea what was going on there?

I'm looking forward to seeing what you do at 18 psi.

Magown

Tom, it's interesting how the dips in your map chart corresponds with the dynochat. What was your AVC-R doing durring those times?

tazman

The things I noticed looking at the data from the Tec3 is the the A/F ratio goes richer then the boost falls down after that so I think all of that up and down is caused by the rich mixture. One other thing about the AVC-R is that it constantly corrects so it could be that its stored setting were not working because of a different load with the dyno and it had to keep correcting.

My best guess is the rich spots caused the boost to drop and that caused the dips in the dyno chart. That is just a guess though and when thinking about it all remember that the A/F ratio lags behind the RPM a little.

Jake the A/F ratio at the high end is actually about what I am shooting for 12.5:1 there was one point where it goes up to 13 up top so I did add a little fuel there. Also that was at 18 psi.

Stephen I am still waiting on a plot of what the spool up of the Vitesse stage 2 looks like! Whats up with your car do you have it setup yet?

I know it is hard tell looking at the chart but the timing is about 23 deg and I don't see any nock signals above 40 with a setting of 60 to start rolling back timing. I am worried about running more timing then that but I also need to verify with a timing light how close I am actually mechanically.

Laust Pedersen

Very nice indeed, although I don’t understand, what page 1 of the TEC3 graph is.

If you don’t have any knock at 3600 rpm (23 deg adv) then it should be very possible to increase the advance as a function of rpm from there maybe to high 30’s at 6500 rpm. I would also recommend that you don’t trust the knock indicator blindly, but also listen carefully for knock when adjusting the timing. If you have confidence in your head gasket, then a few knocks (while adjusting the timing) is nothing to be afraid of.

If you are running closed loop at WOT, then the dips at 4.0, 4.5 and 5.0 krpm could be feedback oscillations with the O2 sensor especially if the base-map has to be corrected a lot. Are you running narrow band O2 sensor? Outside stoichiometric they are not very accurate (most inaccurate on the lean side though).

Laust

tazman

Thanks Laust!
I put page 1 in there because it has the start of the fourth gear pull, it is going through the gears before that. I do have a WB O2 sensor and it is suppose to go into open loop mode above 4000 rpm or 120 kpa but as you said the osilation in the 4000 & 4500 is in fact from that. Since I noticed that I have the O2 turn off at 3000 rpm until I talk to Chris to find out why it is not turning off at 120 kpa. I am having trouble getting the fuel map correct where the boost and rpm rise so quickly to full bost then after that the mitakes are mostly because of intake temperature. It seems if I tune the car at one temperature it is off at another I took a step backwards with my tuning tonight to try something but since it is suppose to be cool here for the next couple of days I won't know how things are untill I can test it with some heat.

tazman

My mistake here the way it actually works is once you get above 4000 rpm anything over 120 kpa then it goes into closed loop mode so I changed that to 3000 rpm and 115 kpa.

NZ951

Wouldnt it be the reverse? Open loop below, closed above?

tazman

You are right I was not thinking when I wrote that I will change it so it does not confuse other people.

Magown

Tom, I've been so busy with finishing college, graduating, my roommate got married, moving, starting work etc.... I haven't touched the car since March. I pushed it on the rack this afternoon and I'm gonna try to put in a full day on it tommorrow.