[JK]

I think being about to stuff some very wide tires under each corner would do wonders for that power level as well.

 

[JZW]

I thought you had you w/m nozzle after the MAT sensor?

Monitoring gauges on real time is ofcourse nice GUI stuff, but dont offer much in terms of tuning, when you cannot pick up all the needed info at one eye blink when rpm is sweeping.
Seems that progress has been made, but I would like to see the non SAE curves as well to se how much gain was obtained regarless of different temp, humidity etc since as you say the w/m removes heat thus its used to increase the sae factor.

Uncorrected you can really see the difference between a dyno on a cold snowy day at the end of winter and a warm summer day. First dyno it was 36F and snow, last dyno it was 70F and summer.

Not sure how that plays out in the power, I will have to re-dyno this winter to see what the real results are. The weather makes a big difference, espcially at 6000' where the density altitude can swing from 3000' in the winter to 11,000' in the summer.

Here it is...

P.S. My w/m nozzle is before the iat sensor. Sensor is in the tb right over the intake manifold. W/m nozzle is about 5" in front of tb.

John

 

[Lendo]

Ultimate sleeper.

 

[JZW]

That is what makes it so fun, I love to run across sti's and evos and cameros and Z-06's and even porshe's and surprize the ever living crap out of em...

John

 

[daveship]

Yea, when you hook up the canbus, its like having a tech2 hooked up to the car you can tune with! You can watch where in the fuel map the ecu is going to and in the timing table and you can monitor everything, tps, iat, coolant temp, fuel, timing, injection rate, knock level, timing retard map, knock fuel map. Any map that is in the ecu, you can monitor it and every sensor in the car, you can monitor it live.

I had big gages on my screen with iat, coolant temp, boost, knock and I was watching the timing map on the screen and watching a/f on my wide-band and we had wide-band on the dyno.

If the ecu starts to pick up knock, you will see the level of that knock and it also gives a peak, current value and minimum if applicable. I can go drive, pull over and see what the max boost request was, what it actually achieved, etc.

No knock level was detected at all...

What was really cool is I was watching iat, it was at 38c as I drove down the road, I would go wot and the w/m injection would come on and the iat would drop to 20c Very cool.... I don't know if you saw the video of Daveship? His dyno graph showed bad detonation in my opinion, very squiggly line, usually means detonation....

John

yes john, i know you have read ecuproject and T5 suite for four hours and have tuned a few cars and now you are a tuning wizard.

i have 25,000 miles on my gt30 setup....most of the time boosting the crap out of it
and the motor/turbo are still running strong. how many motors/turbos have you gone through?

look up the word smoothing in your dynojet encyclopedia......maybe you will gain some insight.

 

[Legit]

Holy shit, 513whp...

What was the torque?

 

[Palmer]

i have 25,000 miles on my gt30 setup....most of the time boosting the crap out of it
and the motor/turbo are still running strong. how many motors/turbos have you gone through?

Dave, what did you put down?

 

[stromer]

nice numbers.

in all honesty ive never seen a car come off that backstreet dyno with a smooth plot its something else not detonation in my opinion...seen cars of all softwares on there over the past few years (been the same dyno every year for awhile now)

Here's Jak's run back at SOC05, even with smoothing:

I think you're right about the Backstreet machine.

 

[daveship]

Dave, what did you put down?

run#1 416.2 whp 453.0 ft-lbs
run#2 414.0 whp 447.2 ft-lbs
run#3 418.8 whp 450.3 ft-lbs

runs were back to back to back with minimal cooling time in between. the day was hot and the cooling fans weren't the best...better for drying floors after you wax them. i believe everyone who dynoed would experience better numbers in a more controlled environment.

 

[Lendo]

That is what makes it so fun, I love to run across sti's and evos and cameros and Z-06's and even porshe's and surprize the ever living crap out of em...

John

Oh I bet. That must be awesome to see the look on the driver's faces.

I can't fathom how that thing pulls above 60.

 

[mike saunders]

Holy shit, 513whp...

Those were SAE corrected numbers, which don't apply to forced induction cars at altitude the same way they apply to naturally aspirated cars. The "real" numbers are certainly less than that.

That said...

The raw, uncorrected numbers were really strong and can stand on their own, especially considering the conditions.

 

[lastaero]

Those were SAE corrected numbers, which don't apply to forced induction cars at altitude the same way they apply to naturally aspirated cars. The "real" numbers are certainly less than that.

That said...

The raw, uncorrected numbers were really strong and can stand on their own, especially considering the conditions.

Mike has an excellent point in regard to SAE correction with forced induction at altitude as it reduces altitude effects.

John, fill her up and drive down that hill and run it up again and end it once and for all

Uncorrected is very good though

 

[JZW]

Yup, sae is inflated at elevation, cf in half is about right. That would be

479whp and 440wtrq, slipping clutch not helping I am sure.

Dave-ship, point was that I road tuned it and got 10whp more in the summer over what the car made in the winter, and with marginal clutch, that is all, not that it really is 513whp at sea-level, more like 475whp or somthing.

Tuning wizard: Well I have learned a lot and think I know a good bit about principals and theories and what works in the real world. I do have good data logging equipment and can make a cutom tune run strong, yet safe. I have been able to take a few cars with tunes that were not quite right for the mountain air and make them run strong, yet at safe a/f levels with safer timing in my opinion.

My post was to show what the differences are after you can road tune a little bit and the biggest gains to me were the drivability at part throttle and warm up. I look forward to driving it now as opposed to trying to avoid traffic and slow moving conditions before.

The one turbo, gt3071wg that ate itself had a poorly machined out turbine housing from forced performance, Nick put it on his car for a test and it almost ate his turbo as well

Motor now is a year old and has 12k on it and is running strong. First motor was pushed very hard for stock pistons, drag racing with nitromethane in the w/m mix with advanced timing and 30psi +...

I am no great tuning god, I am just learing how it all works now, feel the 300bhp tunes are pretty easy, have lots of good tunes with lots of good information to compare and contrast and hundreds of hours now testing and playing with bin files.

I just made one comment on the look of you're dyno graph with the squiggly line and suggested you might want to consider w/m injection since you like to push you're car as hard as I do mine A little extra knock protection is never a bad thing

Since I put my information out there for everyone to comment about. I would like to see Dave's sae and uncorrected posted dyno sheet for comparisons sake.

Mike, how about you? I don't think I have ever seen you post up you're dyno sheet. Lets see the sae and uncorrected from last year at soc.

John

 

[JZW]

Here's Jak's run back at SOC05, even with smoothing:

I think you're right about the Backstreet machine.

I think that is definetely detonation, I have heard it from many different people when talking about dyno sheets. The owner of the dyno I was on made a comment about how smooth my dyno was.

John

 

[Dilemma]

Why is it always that people are in each others faces and try to show how big their balls are... (excuse the language, I'm dutch). Why not try to work together and learn stuff from the other that you missed or simply didn't think of before...

 

[Vigge]

Why is it always that people are in each others faces and try to show how big their balls are... (excuse the language, I'm dutch). Why not try to work together and learn stuff from the other that you missed or simply didn't think of before...

because challenging "it" often leads to better discussion
and no harm IMHO as long as its cars we speak and babble of and leave the personal level discussion out of it.

 

[Dilemma]

because challenging "it" often leads to better discussion

You got a point there

 

[lastaero]

So true Olli

 

[JK]

Why is it always that people are in each others faces and try to show how big their balls are... (excuse the language, I'm dutch). Why not try to work together and learn stuff from the other that you missed or simply didn't think of before...

I think part of is also is to justify their feeling that they spent their money more wisely

 

[JZW]

I think the presonal experiences and information is some of the best stuff

When I was able to get a little more hp out of the car with hotter temps and a flatter hp line that help a good 200rpm more above 400whp, I was happy about it and wanted to share my experiences.

It does also kind of give me some satisfaction that I was able to acomplish something and I also like to show other people what is capable with our cars.
Tha combined with all my time and money, it kind of shows how it has paid off so to speak.

All that plus I am very competitive, comes with my nature, love it or hate it, that is part of my personality. I will talk sh@t to you before a race, try to get in you're head and then try my best to walk all over you...

Sorry....

John