Umm...there is no sticky on top of how VD works in this forum. So information not easily accessable (at least a sticky) should not be considered "common" knoweldge.

Yes you all know how VD works because you all have read the material or have used it yourself. You can NOT assume that everyone who reads your post will know what the max limit on the gertag tranny is or how much a clutch slip on the VD will reduce the reading. You are a regular on the forum with highly regarded opinions and quite a bit of knoweldge. What you say carrys a lot of weight because of this. Jasoob says he is getting 435 WTQ...you say it is within the safe limits of the tranny...what would somebody who knows nothing about VD gonna get from that? That 435 WTQ is safe for the tranny we have of course.

And yes I am quite pleased to learn more about how VD works. I like to learn new things.

 

I take full responsibility for being the noob and even posting that graph. I will do some pulls tomorrow and post hopefully more accurate results.

I appreciate the discussion everyone. I have learned some new info.

Also, I'm sure my max torque is 360 and hp in the 330 range. Nonetheless, pretty great for a little turbo.

 

When you log, add these two...

Personally, I reckon you should get AMS tuning to [a] review road-pull logs with the above data visible, [b] improve the ECU-side SST table tuning to reduce the slip, and [c] reduce peak boost/torque to further reduce slip to minimal levels. Use the Rad Lite to gain more out of the top end, rather than push the midrange.

That's what I'd be gunning for, anyway... as slip like that will just make for lots of heat and wear in the most pricey part of the car, lol. And it's entirely preventable - IMO, you don't need extra torque there to have a fast and driveable car. You need it above 5500rpm, where the regular RA turbo totally runs out of breath!

[edit]Also, if it were my self-tune, I'd try taking out a few percent from the three "Reactive Solenoid Base WGDC" maps at WOT, and adding a few percent back in to "Reactive Solenoid Max Total Upward WGDC Correction vs TPS" at WOT. That setup does need a few special tweaks to things like "Reactive Solenoid Turbo Boost Error Correction", or it's pointless. AMS should totally know how to smooth the onset of peak boost using sensible upward error correction.

Rich

 

I don't like to bash anyone or any company usually but I have to be open about my latest tune to inform people.

AMS tuner Chris Black thinks my tune is perfect/safe and requires no adjustment other than down-tuning it (just to make it less aggressive).

He also stated VD is useless, SST is normal to be slipping and AMS had tuned countless SST's.

Clearly mine is insignificant and not worth the effort to correct the slip issue which is VERY obvious (and felt during aggressive driving).

I will be continuing my tune with either an amazing local tuner in Montreal (Kassander) or Kaizen as SSP and Kaizen work closely together.

My initial experience started out well with AMS and I don't hold anything against them but their customer service was terrible with me on this last tune and I'm greatly dissatisfied.

 

I agree, find a new tuner, the second term proves they don't have a good grasp of and/or SST are not a core competency of their business.
If you want, you can send me your rom and I'll see if your SST settings are even reasonable. I have a track day tmw, so I won't be able to even look at it until Sunday.

 

I'm tuning through Cobb AP at the moment. Do you have AccessTuner?

 

Nope, not even sure if the AP has all the tables available in Open Source for the SST

 

And to clarify my statement above, yes the SST does slip all the time. But's it for smooth operation of first gear engagement, slow cruising in parking lots, etc. NOT WOT accelerating/shifting

 

That's right. If your clutches hold fast through spool-up, then let go at/after peak boost all in the one gear, there's tuning work to be done.

Rich