Damoegan's Mk4 Ibiza Cupra

[Damoegan]

Yea, cf's of 4.5 should be fine.

cf's are the amount of thiming the ECU is pulling back..

 

[jamiebennett81]

Yea, cf's of 4.5 should be fine.

cf's are the amount of thiming the ECU is pulling back..

and if running above 6's can equate to running lean?

 

[cupra.al]

im struggling to make sence of those logs and how you know how much timming it has.
whats the new mount like damien?

 

[Damoegan]

and if running above 6's can equate to running lean?

No T, it does not equate to it running lean. It is det in the engine that caused cf's.

Dave or Wilko will be able to explain it better than me mate.

im struggling to make sence of those logs and how you know how much timming it has.
whats the new mount like damien?

I know how much timing it has because I added it with Lemmiwinks, Alex.

The logs just show what the sensors are seeing.

I have only logged 2 blocks but done 4 sets of logs

Block 003 gives you: Idle Speed, Air Mass Injection (g/s), Throttle Angle, Ignition Angle.

And block 020 gives you cf's (correction factors) accross each cylinder.

 

[Scott-o]

Whats the mount like Damien? Ive been thinking about getting one for mine but the ones that arnt too harsh, just theres tons of movement with the tdi's and quite allot of wheel hop! You have that other mount spare?

On the tire front, i had toyos on half of summer and about 75% of winter and i thought they were gash, worse than the p zero nero's! Got yoko's on the front now and another two to go on the rear, i absolutely love them and they handle really well in the damp and wet too, just the same with all tyres you cant fully plant it. Had my first semi dry day since having them fitted yesterday and, oh my! Only 110 delivered for two off ebay too

 

[cupra.al]

oh i see.
whats the new dog bone mount bush like can you feel any difference?

 

[Damoegan]

Dogbone mount is much stiffer, realy feel the difference

Vibration is not as bad as I thought it would be/ You can feel a little on idle but nothing to even think aboult. You only realy notice it when you pull away, need a little more throttle to keep the vibration down.
I raised the idle to about 950rpm for a few weeks till it beds in

 

[Damoegan]

Yea, spare mount going Scott

 

[Scott-o]

Mmmmmmm. How much you after? Missed out on one off a bloke up your way that had one for sale with that bush already in, was gutted! The new bush easy enough to press in?

 

[Damoegan]

Yea, easy to press in with a bench vice. Just cut the rubber bit out, then it will leave you with a plastic bit left, kust jut that out with a haksaw blade.

PM me

 

[DPJ]

Logs are particularly good D! 2.25 seems the best result (ignoring CFs and looking down the °BTDC column)- and I see you turned it back to that.

Should make for an interesting RR run. Are you going to knock it back a bit for the trackday?

Power gasket sitting in fromt of me.

You know this Damien, but for others: CFs of 6 in 4th can mean you are getting higher CFs in 6th -that's a good reason why it's not a good idea to have 6+ CFs.

 

[Damoegan]

I was thinking of maybe knocking it back up to 3' for the track day as I've got that octane booster. What do you think

Quite good airflow too

 

[DPJ]

..........I've got that octane booster. ............

- and the answer to that one is - log it! After that, my feeling would be that even if you get any CFs at +4.5 with octane booster in, still turn the wick back down and run at 2.25 with booster in for the sustained period of a trackday.

Yes, airflow more like it should be.

 

[Damoegan]

+2.25' with octane booster it is then

So what am I looking for in the °BTDC column?

 

[DPJ]

So what am I looking for in the °BTDC column?

You'll have noticed that results in this column often show dips - it isn't a smooth curve as we'd like it to be. This is because of sampling rates. In reality the ecu is continually adjusting advance. So it's the overall result you're trying to see - the true advance after CFs have been applied.

It starts highly advanced at lower revs, is at it least at peak torque (I think) and then has to increase again as the revs increase (and so the time of each rev becomes less - allowing a lesser time interval for advance.)

 

[Damoegan]

What sort of numbers are "good" then?

 

[DPJ]

What sort of numbers are "good" then?

The higher the better.

 

[Damoegan]

Think this is something I will need to research I think

 

[DPJ]

Wiki....

"Timing advance" refers to the number of degrees before top dead center (BTDC) that the spark will ignite the air-fuel mixture in the combustion chamber during the compression stroke. Retarded timing can be defined as; changing the timing so that fuel ignition happens later than the manufacturer's specified time. If the ignition timing, specified by the manufacturer, was to be set at 12 degrees BTDC and it was adjusted to a number lower than 12 degrees BTDC, it would be retarded. In a classic ignition system with breaker points, the basic timing can be set statically using a test light or dynamically using a timing light.

Timing advance is required because it takes time to burn the air-fuel mixture. Igniting the mixture before the piston reaches top dead center (TDC) will allow the mixture to fully burn soon after the piston reaches TDC. If the air-fuel mixture is ignited at the correct time, maximum pressure in the cylinder will occur sometime after the piston reaches TDC allowing the ignited mixture to push the piston down the cylinder with the greatest force. Ideally, the time at which the mixture should be fully burnt is about 20 degrees ATDC. This will utilize the engine's power producing potential. If the ignition spark occurs at a position that is too advanced relative to piston position, the rapidly expanding air-fuel mixture can actually push against the piston still moving up, causing detonation and lost power. If the spark occurs too retarded relative to the piston position, maximum cylinder pressure will occur after the piston is already traveling too far down the cylinder. This results in lost power, high emissions, and unburned fuel.

The ignition timing will need to become increasingly advanced (relative to TDC) as the engine speed increases so that the air-fuel mixture has the correct amount of time to fully burn. As the engine speed increases, the time available to burn the mixture decreases but the burning itself proceeds at the same speed, it needs to be started increasingly earlier to complete in time. Poor volumetric efficiency at lower engine speeds also requires increased advancement of ignition timing. The correct timing advance for a given engine speed will allow for maximum cylinder pressure to be achieved at the correct crankshaft angular position. When setting the timing for an automobile engine, the factory timing setting can usually be found on a sticker in the engine bay.

The ignition timing is also dependent on the load of the engine with more load (larger throttle opening) requiring less advance (the mixture burns faster). Also it is dependent on the temperature of the engine with lower temperature allowing for more advance. The speed with which the mixture burns depends also on the octane rating of the fuel and on the air-fuel ratio.

 

[Damoegan]