Dyno'd again... finally happy
Jul 29, 2007, 03:03 PM
#16
BTW, funny sig
Originally Posted by dan l
I'm probably going to come off like a dick, but honestly I'm not trying to be.
You have more in it. I also have an IX and only have a 3" catback, Joe P MBC at 20psi, and LC1. I'm on stock timing maps because I'm too lazy to touch them, just leaned out the fuel a little and made 315 to the wheels on a dynojet. You *should* be able to run at or near 6 degrees of timing at ~3100 rpm's (your peak torque) and be at 15 degrees at 7000rpm's at 24psi boost. Also you have some good boost at 2800rpm's but your a little lean at that point. Try to get it down to 12:0 AFR when above 12psi boost and below 12.5 or 12.7 AFR when between 5-12psi boost. Then your going rich up top so try to keep it at 12:1 AFR at that point. You start dropping below 12's at about 5500rpm's. The leaness at peak torque will cause knock if you try to run 5-6 degrees of timing at that point so set up your fuel curve first then adjust the timing while keeping an eye on the knock sensor.
You have more in it. I also have an IX and only have a 3" catback, Joe P MBC at 20psi, and LC1. I'm on stock timing maps because I'm too lazy to touch them, just leaned out the fuel a little and made 315 to the wheels on a dynojet. You *should* be able to run at or near 6 degrees of timing at ~3100 rpm's (your peak torque) and be at 15 degrees at 7000rpm's at 24psi boost. Also you have some good boost at 2800rpm's but your a little lean at that point. Try to get it down to 12:0 AFR when above 12psi boost and below 12.5 or 12.7 AFR when between 5-12psi boost. Then your going rich up top so try to keep it at 12:1 AFR at that point. You start dropping below 12's at about 5500rpm's. The leaness at peak torque will cause knock if you try to run 5-6 degrees of timing at that point so set up your fuel curve first then adjust the timing while keeping an eye on the knock sensor.
What ARE you talking about? 6° of timing at peak torque is not possible at 24psi on pump, neither is 15° at 7000rpm... maybe you should enable 2 byte load and see how much of a difference there is between 20psi and 24psi.. I'm hitting 290 load at peak torque. As far as your comments about tuning at 5-12psi... I'm just confused... as I said in my OP, the AFR in the chart is 0.5 leaner than actual, measured by my LC-1 in the proper location. Believe me, there is no room for more timing or less fuel... I've been tuning my car for 2 months with over 120 logs.
Jul 29, 2007, 03:10 PM
#17
So what did the tuner say after your amateur tune put down more power than his professional tune? What was the look on his face?
Did he refund you the money? Did he let you dyno for free?
I am not interested in the numbers. I predicted that your tune will be better than his tune in the thread you posted in ECUflash.
I am interested in his reaction. Spill the beans, please.
Did he refund you the money? Did he let you dyno for free?
I am not interested in the numbers. I predicted that your tune will be better than his tune in the thread you posted in ECUflash.
I am interested in his reaction. Spill the beans, please.
It was also the result of a Forge MBC hooked up to the turbo outlet nipple as a boost source... I have since changed to a Hallman feeding from the BOV line and have MUCH better taper with no hard spiking.
Also, I now have a LICP and AGP FMIC, which could account for ~10whp or so.
Jul 29, 2007, 04:22 PM
#21
Evolved Member
iTrader: (5)
Join Date: Jan 2005
Location: Rochester NH
Posts: 567
Likes: 0
Received 0 Likes
on
0 Posts
Numbers look much better, nice job
Big difference in numbers from Dynojet to Dyno Dynamics. I put down 366whp on Pruvens Dynojet but only baselined at 311whp on DSG's Dyno dynamics. Fifty Five whp is a huge difference.
Big difference in numbers from Dynojet to Dyno Dynamics. I put down 366whp on Pruvens Dynojet but only baselined at 311whp on DSG's Dyno dynamics. Fifty Five whp is a huge difference.
Last edited by Turbo Meg; Jul 29, 2007 at 04:24 PM.
Jul 29, 2007, 09:05 PM
#22
Don't you think that sounds more realistic than a DynoJet, which would show 255whp for a stock IX ?
There's no way in hell that an AWD drivetrain only loses 30hp between crank and wheels... While we're on the topic, the Dyno Dynamics at "The Shop" in CT has been "adjusted" to read higher... which is ridiculous and sad.
DynoDynamics is a load bearing dyno which uses EXTREMELY precise electronic brakes to measure how hard your wheels overcome the known force of the brake, which is always constant, regardless of age of the unit, air temp, humidity, etc... it's electronic.
DynoJet is inertia based, and basically says, how fast can you spin this huge heavy drum, and then dumps data into a huge formula that "should" work, assuming the exact diameter of the drums are spot on (to the mm) and the exact weight/density of the drums are spot on... Not to mention they've worked a great deal of padding into their formula to make people feel happy that they used a DynoJet to make such a large number come out. But honestly, weather conditions, wear on the drums, and formula error all contribute to the reasons why I don't care to use a DynoJet
Jul 29, 2007, 09:59 PM
#23
Evolved Member
iTrader: (4)
Join Date: Apr 2007
Location: Pasadena, Maryland
Posts: 647
Likes: 0
Received 0 Likes
on
0 Posts
http://videos.streetfire.net/search/...1b0142a36c.htm
302 awhp on the dynojet
so your telling me 12.5@110 with 260 whp?
302 awhp on the dynojet
so your telling me 12.5@110 with 260 whp?
Jul 30, 2007, 03:48 AM
#24
http://videos.streetfire.net/search/...1b0142a36c.htm
302 awhp on the dynojet
so your telling me 12.5@110 with 260 whp?
302 awhp on the dynojet
so your telling me 12.5@110 with 260 whp?
Jul 30, 2007, 10:44 AM
#25
Evolving Member
iTrader: (13)
Join Date: Jul 2007
Location: North Las Vegas
Posts: 200
Likes: 0
Received 0 Likes
on
0 Posts
Nice numbers man. My car put down 318awhp on a dynodynamics. I have tbe,o2 housing, intake/uicp, licp, and ebc at 24psi on 94 octane. I'm not sure what the actual awtq was. I don't know why but tq showed as flywheel tq. On my graph it was at 464. Do you know the conversion for tq?
Last edited by PWevo; Jul 30, 2007 at 10:46 AM.
Jul 30, 2007, 10:49 AM
#26
Evolved Member
iTrader: (26)
Join Date: Aug 2004
Location: Pittsburgh, PA
Posts: 2,426
Likes: 0
Received 0 Likes
on
0 Posts
Nice numbers man. My car put down 318awhp on a dynodynamics. I have tbe,o2 housing, intake/uicp, licp, and ebc at 24psi on 94 octane. I'm not sure what the actual awtq was. I don't know why but tq showed as flywheel tq. On my graph it was at 464. Do you know the conversion for tq?
Jul 30, 2007, 11:45 AM
#28
Nice numbers man. My car put down 318awhp on a dynodynamics. I have tbe,o2 housing, intake/uicp, licp, and ebc at 24psi on 94 octane. I'm not sure what the actual awtq was. I don't know why but tq showed as flywheel tq. On my graph it was at 464. Do you know the conversion for tq?
Jul 30, 2007, 11:50 AM
#29
Evolving Member
iTrader: (13)
Join Date: Jul 2007
Location: North Las Vegas
Posts: 200
Likes: 0
Received 0 Likes
on
0 Posts
Thanks bro, how are you able to do the conversion? I can't wait to see the increase after my new parts. I've got the crappy injen uicp and intake and I plan to ditch that for an ets setup. I also plan on intalling an ets fmic, meth, and possibly some cosworth cams.
Jul 30, 2007, 11:56 AM
#30
Evolved Member
iTrader: (11)
Join Date: Oct 2004
Location: Boston
Posts: 1,456
Likes: 0
Received 0 Likes
on
0 Posts
http://videos.streetfire.net/search/...1b0142a36c.htm
302 awhp on the dynojet
so your telling me 12.5@110 with 260 whp?
302 awhp on the dynojet
so your telling me 12.5@110 with 260 whp?
Dude stop