It's smooth and breathtakingly quick, Carl. The nature of the spool means I have to make sure I'm in the right gear at the right time, but that's no problem. I reckon airflow is at an optimum and the power is to be made on timing. I could probably tweak the boost up a tad, but I don't want to do that before I get round to doing my rods....
Hi Dave, did you get the bumper sorted out?
Was it just it had pushed back in the side mounting clips?
Looking forward to hearing how much more you are getting now.
Will you stick with this set up and uprate the engine to suit or are you now thinking BT?
Was it just it had pushed back in the side mounting clips?
Looking forward to hearing how much more you are getting now.
Will you stick with this set up and uprate the engine to suit or are you now thinking BT?
lesta-lad85
Guest
hey, am a newbie to all of this, so maybe some what naive, ive just brought a spoiler for my 02 plate leon cupra (its a wrc spoiler, looks like the silver 1 on daves car) but have know idea how to fix it to my car, it seems to fit onto the glass so you can still open the boot, will it need bolting to the glass??? or just bonding???? any advice will be grately welcomed,
But wouldn't the increased power the timing makes be apparant in an increased Maff measurement.
Not really, advance timing is more power out of each "burn", the more advanced the timing, the longer the burn can be used to produce power, rather than "just" bunging more air and fuel in.
Very interesting Phil.
Dave when you increase the timing with your wmi did the g/sec increase as the power increased or did the gains remain unmeasureable and hidden so to speak.
apt word being *guide*
seriously advanced timing - now think seriously high cylinder pressures too
its now a serious factor in my own tuning
Dave: do you have logs of your actual timing vs boost & rpm? be interested to see what you are getting if you have that data.
'Seriously advanced' was perhaps the wrong way to say it Bill.
Yes, I'll post some new logs during the week and let you know...But wouldn't the increased power the timing makes be apparant in an increased Maff measurement.
The air/fuel mixture takes time to burn. Ideally, it should be ignited at the correct time so that maximum burn is occuring just after the piston has passed TDC (and is moving downward) - so pushing the piston down the cylinder with the greatest force. If the maximum burn (and maximum pressure) occurs a little later then the 'push' on the piston happens a bit late and power is wasted.
In other words, you have the right volume of the correct mixture in the cylinder - at the correct boost pressure your turbo has delivered, but some of the potential force the combustion of this mix could have given is wasted - because it is applied fractionally late. (advancing the timing can correct this, if you can overcome knock)
Of course, as Bill rightly says, ignite too early and the maximum burn could happen too early, resulting in max chamber pressure acting on a piston that is still travelling upward. Here, you will get detonation and lost power.
Does that explain sufficviently why MAF readings won't increase, but power will?
Also - bringing max burn closer to TDC rather than after it allows maximum cylinder pressure to oppose the tensile force acting on the conrod......
Cheers Dave,'Seriously advanced' was perhaps the wrong way to say it Bill.
The air/fuel mixture takes time to burn. Ideally, it should be ignited at the correct time so that maximum burn is occuring just after the piston has passed TDC (and is moving downward) - so pushing the piston down the cylinder with the greatest force. If the maximum burn (and maximum pressure) occurs a little later then the 'push' on the piston happens a bit late and power is wasted.
In other words, you have the right volume of the correct mixture in the cylinder - at the correct boost pressure your turbo has delivered, but some of the potential force the combustion of this mix could have given is wasted - because it is applied fractionally late. (advancing the timing can correct this, if you can overcome knock)
Of course, as Bill rightly says, ignite too early and the maximum burn could happen too early, resulting in max chamber pressure acting on a piston that is still travelling upward. Here, you will get detonation and lost power.
Does that explain sufficviently why MAF readings won't increase, but power will?
Also - bringing max burn closer to TDC rather than after it allows maximum cylinder pressure to oppose the tensile force acting on the conrod......
I have always tried to advance timing to get the optimum power output of my car but when ever i have adjusted the timing and never measured any maff gains i stupidly thought that i wasn't making any extra power. Could this be the same reason why when i run a 80mm Tb with my sem, i must add a shedload of extra fueling to prevent it running lean but i get very little increase in airmass readings.
I wouldn't think so, Carl. Running lean is air/fuel. If you're putting more fuel in, you'd think it was to balance extra air - and that air should show on the Maf reading. Perhaps the MAF is seeing less air, which is why the ecu asks for less fuel, which you are correcting.........
Dave, for logging CF's am I right in saying I should log 020? And that anything up to 6 is considered ok?
When running 50/50 water/meth did you have to reduce the fuelling at all?
I want to start tweaking the WMI for the best results now, hoping to attend a RR day on the 5th of Sept so I want it running spot on for that.
When running 50/50 water/meth did you have to reduce the fuelling at all?
I want to start tweaking the WMI for the best results now, hoping to attend a RR day on the 5th of Sept so I want it running spot on for that.
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