Suprise! Some of us have been saying this for years.

Good job BTW.

 

Nice work, did you get any video of the dyno session?

Hey Tom, do you have the dynojet run files, it would appear you do since you were able to plot up your runs after the fact. Would you care to share them with me? I have some from my dyno run last year if you want to have them for comparison's sake.

 

No I didn't take any videos this time. I did get the files and downloaded the software which is really nice. Attached are the files. thanks.

 

You made these numbers without the methanol/water injection right?

 

Correct. I always lost alittle hp with my water meth inj.

 

What's your typical intake temps on the pfc commander?

 

I don't really know for sure, I haven't been watching them, I just watch the Coolant temps and AFRs most of the time, and boost gauge. The intake temps are low, especially since it's cold out now, so that's why I haven't been watching them.

 

Good work. I should be getting my fd tunes and dynoed soon.

 

So I did a compression check just to see what it is, I've never done it before.

70 psi on the front rotor and 62 on the rear. I think that is really low. I've read it should be at least 85 psi, and another site says "115+ is like new, 100-115 is healthy, 90-100 is getting weak(1 year or less in most cases) below 90 could blow at any moment."

So I wonder how much more HP it would make with a fresh motor, or how much I am losing with the weak compression.

Its about 6 degrees here now. I was just out in my car, tires were breaking loose in 3rd gear, hitting 22 psi, Air intake temps at -3 C. But when its around 30-40 degrees the tires have been letting loose in 2nd gear and not so much in 3rd gear.

 

was this on 100 octane race gas? you're spinning those little stockers into oblivion

nice job

 

No, 93 octane

 

shoot I forgot to hold the throttle wide open, back down to the garage to test it again..

 

78 front rotor, 74 rear rotor this time with the throttle open

The car was warmed up and drivin before the first test. 2nd test was done like ten or 15 mins later

 

Okay so that was the numbers in the upper trailing spark plug holes, the one website says "Remove the front and rear trailing side spark plugs."

So I did the compression check in the lower leading spark plug holes and got the correct numbers.

90 psi in the front rotor, 80 in the rear. battery voltage was still good at 11.7 volts. So I guess my compression is not too too bad, but definately on the weak side.

So how much weaker is my motor with this somewhat weak compression?

 

That's not bad. Run it till it blows.

 

Just a quick Question...

the line is very linear and smooth at the bottom end... and then the "squiggles" at the upper power band..

are they a sign of ignition break up? lack of ignition tuning? excess A/F?

 

You say you are using the base map in the PFC?

Have you or anyone else done anything to the PFC? Settings or Anything?

What fuel injectors?

 

too bad hes running fc coils with a jacobs 1000

 

And there doesnt feel like any ignition breakup. Its just the base ignition timing maps that I havent touched yet. I will make those changes to the trailing map to get 12 split, as shown above in this thread. I have made lots of changes to the fuel inj. map and the pim volt settings, And I have never used the datalogit.

 

When I datalog the AFR with my wideband, the graph has a nice smooth line that is straight, not bumpy. Check the link in my sig. for mods. 850s and 1600s injectors.

 

Impressive numbers, I've followed your other thread with the different slicks and gears you experimented with. What were your AFR's with the lower boost setting out of curiosity? I know you said 11.2 ish, but I wasn't sure if that included the low setting or not.

 

Ya its the same general AFR also at the lower boost setting, not much higher or lower, I watched it and it looked good. I always had it tuned good for all boost pressures that it sees, since it boost a little lower in the lower gears and since I turn down the boost sometimes.

 

I was just wondering cause the low boost numbers seemed low for non seq turbos, I think chuck westbrook made 350 @ 15 psi on stock ports.

Another thing I was looking at when comparing the graphs you posted, you averaged about 11HP increase per 1 psi increase in boost between low and high boost. Definitely a very decent increase. But comparing your sequential numbers to your non sequential numbers appears you gained no power advantage. While you picked up 30 hp you ran 3 extra psi. (10HP/PSI) And comparing your low boost non seq (16 psi) to your old seq run (18psi) you had 27 more hp with 2 extra psi (13.5/PSI) If you were to plot a graph and go with the average increase in boost/power your sequential turbos would be right there with, and possibly ahead of your non sequentials.

Granted there are variables such as engine, weather, turbos, etc but I would have still expected an increase going non seq. Like maybe your low boost 16 psi non sequential run putting down more power then the old 18 psi sequential run. Just something I was looking at and not sure if you noticed it too or not.

BTW I followed your other thread with the different tires and gearing, was very interesting. It's good to see people testing things out and pushing things.

 

arghx did you notice the stock basemap timing in the PFC? P20 is around 20 psi on the stock map by going off the offset/scale. (even though the map sensor only reads to about 17.5 psi) Anyway the IGL timing dips down to 3 degrees advance in the peak torque area, with a split of 4. Dangerous split, but very conservative timing for that boost. I would expect something more like 10 degrees advance at 20 psi with a 12 degree split. If Tom was to only change the split his power would probably go down with such a low advance.

It's kind of strange how the PFC timing is. I wonder if it's possible to run closer splits with more conservative timing, and what the effect and difference is on power/safety. What most of us do is run a higher IGL and then go with a bigger split to keep it safe. To me it seems that both ways are effectively doing the same thing just in different ways. But maybe this isnt the right place for this discussion, so later ill start a thread in the PFC section about it.

 

I was thinking maybe mine isn't making as much power because of low compression?

I have also thought that it seems the only power advantage was from the extra boost. The low boost non-seq. graph is weird cause the power curve is different than the others, it may not be right, maybe the boost controller didn't work right or something, it was the first pull on the dyno, perhaps another pull would have been different at that boost level. And I didn't watch the boost gauge, I think it's possible it may have only been at 14-15 psi at the max power shown on the graph, cause max boost should have been at around 5500-6k rpms and then it always falls off like 2 psi, cause it always has a boost spike when the boost hits, and it said max boost was 16.

comparing the low boost non seq to the old seq run, I think it was probably more like 2.5 psi difference, but again I should have done two pulls on the dyno at that low boost. My boost controller acts funny sometimes during the first pull, like I have to toggle it between low and high at least once after starting the car or else it will limit the boost for some odd reason, I did that before the dyno pull but it's just weird that power curve is so much different than the higher boost settings.