Std Injectors Over 240 Rwkw

[jetute]

OK, time for some feedback on the DD dyno power runs today.

As the attached dyno sheets indicate, the car ran 255RWKW on the 10PSI map, and 234RWKW on the 8PSI map.  The runs were done on a hot day (IT 40) and, from what I can see, the AFR's are good.

Now this is all starting to make sense to me and I can see why the power figures are higher than expected. Looking at the dyno graph I see:

1) Ambient temperature is at 25C and the air inlet temperature is 40C. This will cause the dyno dynamics software to build in a compensation factor and you then end up with an artificially high power figure.

2) The air fuel ratio is running leaner than ideal for a turbo engine keeping in mind long term engine durability. The air fuel ratio should not exceed 12:1/0.82 lambda particularly in the higher rpm range.

Food for thought and I'm in no way putting down the edit product rather just trying to make sense of the power figures posted and discussing what air fuel ratio is considered safe for a turbocharged XR6T engine.

Peter

I believe the 25 degrees was left in to ensure all the dyno settings were that same as the last time the car was on the dyno.

What else does the tune have to prove?

You missed the entire point, ambient temp being 25C and the air inlet being 40C and the dyno computer compensates for the difference in the temperatures.

That's why the power figure measured is higher than the REAL figure, we can all play these games though it does not make the power figures accurate.

Peter

Oh FFS,

Jetute, as you will have your flasher back today, could you please contact Jeff @ F.I.S.T. to book a time for a dyno run. Just ask the boys to:

1. Do a run on the stock map.

2. Compare this to the run done on the dyno day.

3. Change the ambient temp to that on the day for the 2 power runs.

I sure Jeff and the boys will be happy to do this for you. I'll try make it down to see the runs as well.

Just remember, the figures produced may be inaccurate as Jupiter, Mars and Earth may not be in perfect alignment at the time you do the dyno pulls.

Does anyone in Melbourne have dyno charts for their flash tunes that they would be willing to post on this forum?

hey mate... just got my replacement box... feels much better in the rev range although it still has surging.... the surging is no where near as bad and I think is very reasonable for an off the shelf product for our climate. Next on the agenda will be injectors and intercooler

I will take my car to FIST if they are willing to run it... hopefully clear some of this up :o

[Guest FatBAt]

Having the luxury to manipulate these items independently should produce far better results than the standard piggyback in my opinion and it should be very easy to understand if you look outside the box.

<{POST_SNAPBACK}>

I'm glad you said should as currently the fastest/quickest XR6T cars in Australia run interceptors style piggy back computers, FACT.

1) Cand V performance 10.98 APS Phase 3 Unichip computer

2) APS XR6t ute 11.35 APS Phase 3 Unichip computer

3) Geea XR6T sedan 11.6 Xede computer

4) XRdreaming ute 11.7 APS phase 3 Unichip computer

Peter

<{POST_SNAPBACK}>

Oh...so these are with standard injectors Peter? (tongue in cheek)...I think you will find F6's point is that an edit will give far better gains without the need to upgrade extra engine components. Compare apples with apples.

[RAPHOON]

Having the luxury to manipulate these items independently should produce far better results than the standard piggyback in my opinion and it should be very easy to understand if you look outside the box.

I'm glad you said should as currently the fastest/quickest XR6T cars in Australia run interceptors style piggy back computers, FACT.

1) Cand V performance 10.98 APS Phase 3 Unichip computer

2) APS XR6t ute 11.35 APS Phase 3 Unichip computer

3) Geea XR6T sedan 11.6 Xede computer

4) XRdreaming ute 11.7 APS phase 3 Unichip computer

Peter

Oh...so these are with standard injectors Peter? (tongue in cheek)...I think you will find F6's point is that an edit will give far better gains without the need to upgrade extra engine components. Compare apples with apples.

I think that it has benn said before but, any edit program is just a tool and still depends on the tuners' skill and experience to get the best out of it. If we were talking about surgery, then the edit software would just be another scalpel. Albeit a sharper one.

The piggy back computer tuning has been out for around 2 years?? How many WEEKS has the edit software been available to tuners? I think it will take some time for the R & D to kick in.

[aps]

Having the luxury to manipulate these items independently should produce far better results than the standard piggyback in my opinion and it should be very easy to understand if you look outside the box.

<{POST_SNAPBACK}>

I'm glad you said should as currently the fastest/quickest XR6T cars in Australia run interceptors style piggy back computers, FACT.

1) Cand V performance 10.98 APS Phase 3 Unichip computer

2) APS XR6t ute 11.35 APS Phase 3 Unichip computer

3) Geea XR6T sedan 11.6 Xede computer

4) XRdreaming ute 11.7 APS phase 3 Unichip computer

Peter

<{POST_SNAPBACK}>

Oh...so these are with standard injectors Peter? (tongue in cheek)...I think you will find F6's point is that an edit will give far better gains without the need to upgrade extra engine components. Compare apples with apples.

<{POST_SNAPBACK}>

My point is that xr6t engines with interceptor style computers have run very quick times and obviously capable of tuning very high horsepower engines.

Peter

[Guest FatBAt]

OK, time for some feedback on the DD dyno power runs today.

As the attached dyno sheets indicate, the car ran 255RWKW on the 10PSI map, and 234RWKW on the 8PSI map.  The runs were done on a hot day (IT 40) and, from what I can see, the AFR's are good.

<{POST_SNAPBACK}>

Now this is all starting to make sense to me and I can see why the power figures are higher than expected. Looking at the dyno graph I see:

1) Ambient temperature is at 25C and the air inlet temperature is 40C. This will cause the dyno dynamics software to build in a compensation factor and you then end up with an artificially high power figure.

2) The air fuel ratio is running leaner than ideal for a turbo engine keeping in mind long term engine durability. The air fuel ratio should not exceed 12:1/0.82 lambda particularly in the higher rpm range.

Food for thought and I'm in no way putting down the edit product rather just trying to make sense of the power figures posted and discussing what air fuel ratio is considered safe for a turbocharged XR6T engine.

Peter

<{POST_SNAPBACK}>

Interesting. The dyno sheet for my run reads:

BP:100.5 RH:25 AT:35 IT:35 RR:015 TN:5.002 CK:950

Car pulled 260.7rwkw

Doesn't look like there was any temperature correction there as the IT and AT were the same. That day the temp peaked at 38 deg C.

I wonder how much compensation the dyno made there.

<{POST_SNAPBACK}>

I would really like to see a response from Peter with that question.

[aps]

If we were talking about surgery, then the edit software would just be another scalpel.  Albeit a sharper one.

I think that is still very debateable, what has an edit proven to date, what times have edit cars run?

The piggy back computer tuning has been out for around 2 years??  How many WEEKS has the edit software been available to tuners?  I think it will take some time for the R & D to kick in.

If the edit product is that good (I mean tuneable and user friendly) then the results should come very quickly, granted it does take some time to become familar with tuning software though any experienced tuner should be able to achieve a perfect or near perfect tuning result within a 3 to 4 hour period.

Peter

[aps]

OK, time for some feedback on the DD dyno power runs today.

As the attached dyno sheets indicate, the car ran 255RWKW on the 10PSI map, and 234RWKW on the 8PSI map.  The runs were done on a hot day (IT 40) and, from what I can see, the AFR's are good.

<{POST_SNAPBACK}>

Now this is all starting to make sense to me and I can see why the power figures are higher than expected. Looking at the dyno graph I see:

1) Ambient temperature is at 25C and the air inlet temperature is 40C. This will cause the dyno dynamics software to build in a compensation factor and you then end up with an artificially high power figure.

2) The air fuel ratio is running leaner than ideal for a turbo engine keeping in mind long term engine durability. The air fuel ratio should not exceed 12:1/0.82 lambda particularly in the higher rpm range.

Food for thought and I'm in no way putting down the edit product rather just trying to make sense of the power figures posted and discussing what air fuel ratio is considered safe for a turbocharged XR6T engine.

Peter

<{POST_SNAPBACK}>

Interesting. The dyno sheet for my run reads:

BP:100.5 RH:25 AT:35 IT:35 RR:015 TN:5.002 CK:950

Car pulled 260.7rwkw

Doesn't look like there was any temperature correction there as the IT and AT were the same. That day the temp peaked at 38 deg C.

I wonder how much compensation the dyno made there.

<{POST_SNAPBACK}>

I would really like to see a response from Peter with that question.

<{POST_SNAPBACK}>

Well I would like to see all of the tuning data, air fuel ratio, boost pressure, and injector duty cycle before making any comment, I would also want to see 3 dyno runs at 30 second intervals, then you will see the REAL STORY in terms of power output.

Peter

[turtleboy]

Well I would like to see all of the tuning data, air fuel ratio, boost pressure, and injector duty cycle before making any comment, I would also want to see 3 dyno runs at 30 second intervals, then you will see the REAL STORY in terms of power output.

Peter

<{POST_SNAPBACK}>

Sorry if I'm stepping on your toes buddy (being a newby and all) but you've allready made comments on this particular dyno run - why hold back now?

[Guest FatBAt]

OK, time for some feedback on the DD dyno power runs today.

As the attached dyno sheets indicate, the car ran 255RWKW on the 10PSI map, and 234RWKW on the 8PSI map.  The runs were done on a hot day (IT 40) and, from what I can see, the AFR's are good.

<{POST_SNAPBACK}>

Now this is all starting to make sense to me and I can see why the power figures are higher than expected. Looking at the dyno graph I see:

1) Ambient temperature is at 25C and the air inlet temperature is 40C. This will cause the dyno dynamics software to build in a compensation factor and you then end up with an artificially high power figure.

2) The air fuel ratio is running leaner than ideal for a turbo engine keeping in mind long term engine durability. The air fuel ratio should not exceed 12:1/0.82 lambda particularly in the higher rpm range.

Food for thought and I'm in no way putting down the edit product rather just trying to make sense of the power figures posted and discussing what air fuel ratio is considered safe for a turbocharged XR6T engine.

Peter

<{POST_SNAPBACK}>

Interesting. The dyno sheet for my run reads:

BP:100.5 RH:25 AT:35 IT:35 RR:015 TN:5.002 CK:950

Car pulled 260.7rwkw

Doesn't look like there was any temperature correction there as the IT and AT were the same. That day the temp peaked at 38 deg C.

I wonder how much compensation the dyno made there.

<{POST_SNAPBACK}>

I would really like to see a response from Peter with that question.

<{POST_SNAPBACK}>

Well I would like to see all of the tuning data, air fuel ratio, boost pressure, and injector duty cycle before making any comment, I would also want to see 3 dyno runs at 30 second intervals, then you will see the REAL STORY in terms of power output.

Peter

<{POST_SNAPBACK}>

That was a very political response.

[xrturb]

that copy and paste must work good