My car was first on. They had two or three attempts, but were getting wheelspin. Once they'd secured the car a bit more, they then did two runs. They were only printing out the best one.
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DPJ's GTRS Eliminator Install and Development
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My car was first on. They had two or three attempts, but were getting wheelspin. Once they'd secured the car a bit more, they then did two runs. They were only printing out the best one.
Dave
I had similar oddball results on DD rolling roads in 4cyl shootout mode. Next time you go on one ask them to try 6cyl shootout mode. More load and gives more realistic results. DD's are very repeatable if used in the same mode every time, but it takes a while to hit the right set up.
I pulled 290 something on a DD when ihi'd in 4cy shootout, and the graph was very flat at the top like yours. Pulled 320 something in 6cyl shootout and the graph continued to climb until 6250 then levelled out which is typical of a 20vt with flat boost, and standard head.
They tend to have very aggressive atmospheric correction adjustments, so on a v cold, high pressure day, the results would be down.
I had similar oddball results on DD rolling roads in 4cyl shootout mode. Next time you go on one ask them to try 6cyl shootout mode. More load and gives more realistic results. DD's are very repeatable if used in the same mode every time, but it takes a while to hit the right set up.
I pulled 290 something on a DD when ihi'd in 4cy shootout, and the graph was very flat at the top like yours. Pulled 320 something in 6cyl shootout and the graph continued to climb until 6250 then levelled out which is typical of a 20vt with flat boost, and standard head.
They tend to have very aggressive atmospheric correction adjustments, so on a v cold, high pressure day, the results would be down.
Thanks John, a most welcome contribution (as always)
. I really thought the flat topped curve looked odd.I'm determined to get the best out of my setup somehow, I'll keep trying.
I put new driveshaft bolts in yesterday as I'd had the old ones undone too many times.
The hidden cost of going BT.....
On the way back from the RR session on Friday, my battery light flashed periodically for a brief moment. When I went to check the car yesterday morning, the alternator bearings were making a hell of a racket. I wouldn't like to run them at high revs again.
All on hold while I source another alternator.
The hidden cost of going BT.....
On the way back from the RR session on Friday, my battery light flashed periodically for a brief moment. When I went to check the car yesterday morning, the alternator bearings were making a hell of a racket. I wouldn't like to run them at high revs again.
All on hold while I source another alternator.
Imitation is the sincerest form of flattery.....
John (Wilko) posted a graph showing logged blocks on 2nd to 4th to look at the effect of his new intercooler. It looked quite interesting, so I thought I'd have a go.
My car is set at T9 HB9 at the moment. Running an undersized wmi nozzle with 20% methanol (Although I've been running 50%, I bunged some 20% in I had left after I replaced my alternator). (10.5 degrees outside temp)
Here's load and boost plotted together.
John (Wilko) posted a graph showing logged blocks on 2nd to 4th to look at the effect of his new intercooler. It looked quite interesting, so I thought I'd have a go.
My car is set at T9 HB9 at the moment. Running an undersized wmi nozzle with 20% methanol (Although I've been running 50%, I bunged some 20% in I had left after I replaced my alternator). (10.5 degrees outside temp)
Here's load and boost plotted together.
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I don't get several things, Phil.
It boosts hard, and as it gets towards peak boost, the wastegate opens quite a lot to keep boost in check. At just under 5k rpm, something happens to cause g/s airflow to drop, before it picks back up again.
Looking at the graphs above, it seems to me that boost is doing what it's supposed to. I just wonder why airflow is relatively flat at the higher revs and the actual load dies away from specified. I wonder if that could to do with the methanol charge, which decreases proportionally as revs rise.
Also why does the timing retard dramatically before it advances again....
It boosts hard, and as it gets towards peak boost, the wastegate opens quite a lot to keep boost in check. At just under 5k rpm, something happens to cause g/s airflow to drop, before it picks back up again.
Looking at the graphs above, it seems to me that boost is doing what it's supposed to. I just wonder why airflow is relatively flat at the higher revs and the actual load dies away from specified. I wonder if that could to do with the methanol charge, which decreases proportionally as revs rise.
Also why does the timing retard dramatically before it advances again....
Maybe after the initial closure of the WG and subsequent increasing air flow the turbo is working less so air flow stays contstant/drops as the WG opens to stay with specifiied.
Still think you could raise boost quite a bit tho. Does it feel laggy btw?
Email me if you dont want to clutter up your topic.
Still think you could raise boost quite a bit tho. Does it feel laggy btw?
Email me if you dont want to clutter up your topic.
Could be.
Me too.
No, it takes a while to spool, but it isn't laggy.
any more boost would max the MAP out though....
I wonder if the variance on stg3 will allow you to have a large difference in requested to delivered boost (wind the actuator in, and not get limp mode basically)
I wonder if the variance on stg3 will allow you to have a large difference in requested to delivered boost (wind the actuator in, and not get limp mode basically)
I didn't really want to go tinkering with my rod length (Fnarr Fnarr
) until I'd sorted everything else.Stupid question alert..........
Could I run an Apexi or the like with revo?
By the way, I'm going to check that I'm not getting a slight leak between MAF and turbo at high revs, I wonder if that would explain the flatish maf reading and the decaying load.
Dave
A standard small port head will not flow any more air as revs rise above about 6200rpm at the same boost. In other words if you fix boost at 1.5 bar, airflow will stop rising at about 6200rpm. What you are seeing is completely normal.
My big port seems to continue to increase airflow at fixed boost all the way to the limiter, in an almost linear fashion.
In the graphs I posted in the other thread, you cant see this, as the wastegate is shut by 6000rpm, and boost starts to drop away from 1.8bar to 1.5 bar. If i set boost to 1.5 bar, the airflow continues to rise, but I've got a big port, short runner intake manifold, and cams.
Your graphs have cheered me up though, as the time from you changing out of second until you hit 7000rpm in 4t is about 11-11.5 seconds.
I just checked my graphs. 8.5-9seconds.
On the basis that your car is quick, and around 300hp, the difference in time puts mine near the 400mark, assuming similar weight, so i'm happy.
For reference top of second to top of 4th is near enough 60-120mph. 8.5 secs is serious exotica territory.
A standard small port head will not flow any more air as revs rise above about 6200rpm at the same boost. In other words if you fix boost at 1.5 bar, airflow will stop rising at about 6200rpm. What you are seeing is completely normal.
My big port seems to continue to increase airflow at fixed boost all the way to the limiter, in an almost linear fashion.
In the graphs I posted in the other thread, you cant see this, as the wastegate is shut by 6000rpm, and boost starts to drop away from 1.8bar to 1.5 bar. If i set boost to 1.5 bar, the airflow continues to rise, but I've got a big port, short runner intake manifold, and cams.
Your graphs have cheered me up though, as the time from you changing out of second until you hit 7000rpm in 4t is about 11-11.5 seconds.
I just checked my graphs. 8.5-9seconds.
On the basis that your car is quick, and around 300hp, the difference in time puts mine near the 400mark, assuming similar weight, so i'm happy.
For reference top of second to top of 4th is near enough 60-120mph. 8.5 secs is serious exotica territory.
While I ponder on what you've said,
yes, I did pay attention to the difference in times between your run and mine. . My conclusion was that your car is ****ing fast. 
That was my only attempt and I think I could have managed it a little quicker. (but certainly a good bit less than a second). I reckon my car is about 100kg more than yours ( I had it weighed a year ago - 1380 kg ).Nevertheless, yours looks astonishingly quick.
What's your 60-100 at the moment?
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Dave
My cars 5 dooor with a sunroof, climate, and prety much everything you can chuck on a golf bar sat nav. I weighed it at mid 1300's without me in it and less than half a tank of gas on more than one weigh bridge. It's a heavy mother. 60 to 100 in 4th is mid to low 5's with full weight. 60-90 in 3rd in 3.3.
Unfortunately it feels slow now, which is why I was pleased to see it's quicker than a quick car.
Give yours a month or two and you'll be looking for more.
My cars 5 dooor with a sunroof, climate, and prety much everything you can chuck on a golf bar sat nav. I weighed it at mid 1300's without me in it and less than half a tank of gas on more than one weigh bridge. It's a heavy mother. 60 to 100 in 4th is mid to low 5's with full weight. 60-90 in 3rd in 3.3.
Unfortunately it feels slow now, which is why I was pleased to see it's quicker than a quick car.
Give yours a month or two and you'll be looking for more.
So within the constraints of my current setup, my airflow is probably as good as I'm going to get. Apart from trying to get 1.5bar across the board, do you think there's anything else I can do?
Do you think there is mileage in my persevering with getting the wmi set up correctly to try to advance my timing?
I'd nearly forgotten I logged 066 last night. I just found this....
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141.59 96
141.72 98
142.04 103
142.43 110
142.73 114
143.03 118
143.33 123
143.74 128
144.15 132
144.44 133
144.74 134
145.04 136
145.35 139
145.65 142
146.06 146
146.36 149
146.75 153
147.05 156
147.46 160Similar threads
