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| Project 3400 Roller Cam Block (Page 54/82) |
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Joseph Upson
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AUG 21, 04:40 PM
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Nice job Lou, I wish the guy at the shop I had my test performed at knew how to setup his printer or better yet even cared enough to setup the color fonts to produce a nice printout. I see your test was done in 4th gear. When I asked regarding why mine was done in 3rd I was told 4th would be too hard on the motor although 4th is much closer to 1:1 at .95 than 3rd at 1.32 and it also pulls cleaner.
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lou_dias
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AUG 21, 04:50 PM
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| quote | Originally posted by Joseph Upson:
Nice job Lou, I wish the guy at the shop I had my test performed at knew how to setup his printer or better yet even cared enough to setup the color fonts to produce a nice printout. I see your test was done in 4th gear. When I asked regarding why mine was done in 3rd I was told 4th would be too hard on the motor although 4th is much closer to 1:1 at .95 than 3rd at 1.32 and it also pulls cleaner. |
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Thanks Joseph.
It looks like I did a good job leveling off my a/f ratio by playing with the VE tables but the change in base pulse width still left me lean over all. This should be simple to correct. Still getting initially rich when the pedal is mashed but not as bad as before.
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sleevePAPA
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AUG 22, 12:59 AM
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Tip in still looks too fat. Try pulling some delta MAP AE.
Those are some pretty respectable numbers, looks really lean on the graph
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Will
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AUG 22, 11:46 AM
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| quote | Originally posted by Joseph Upson:
Nice job Lou, I wish the guy at the shop I had my test performed at knew how to setup his printer or better yet even cared enough to setup the color fonts to produce a nice printout. I see your test was done in 4th gear. When I asked regarding why mine was done in 3rd I was told 4th would be too hard on the motor although 4th is much closer to 1:1 at .95 than 3rd at 1.32 and it also pulls cleaner. |
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For a transverse transmission, there's nothing magic about a 1:1 ratio.
That only applies to longitudinal RWD transmissions in which the 1:1 gear is "direct"--locking the input shaft directly to the output shaft--rather than through a gear mesh.
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Joseph Upson
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AUG 22, 08:19 PM
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| quote | Originally posted by Will:
For a transverse transmission, there's nothing magic about a 1:1 ratio.
That only applies to longitudinal RWD transmissions in which the 1:1 gear is "direct"--locking the input shaft directly to the output shaft--rather than through a gear mesh. |
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Understood Will but for some reason my car pulls harder, smoother in 4th on the road. Not sure why 3rd didn't exceed 14 psi on the dyno when it does on the road.
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Will
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AUG 23, 01:54 PM
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That doesn't have anything to do with 4th being close to 1:1.
I was referring to the desire to dyno at 1:1 gear ratio because it's "most efficient". That doesn't apply to transverse transaxles, only longitudinal transmissions, as noted above.
How do the road and dyno acceleration rates compare? That can affect how much boost a turbo is able to produce while the engine is trying to accelerate out from under it.[This message has been edited by Will (edited 08-23-2013).]
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Joseph Upson
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AUG 23, 03:02 PM
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| quote | Originally posted by Will:
That doesn't have anything to do with 4th being close to 1:1.
I was referring to the desire to dyno at 1:1 gear ratio because it's "most efficient". That doesn't apply to transverse transaxles, only longitudinal transmissions, as noted above.
How do the road and dyno acceleration rates compare? That can affect how much boost a turbo is able to produce while the engine is trying to accelerate out from under it.
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Sorry for my "clutter" Lou, but that's what I'm getting at Will, I believe my turbine size needs a 4th gear pull instead of third for a better representation under boost aside from enrichment corrections. Also 4 th has less leverage which will load up the motor earlier.[This message has been edited by Joseph Upson (edited 08-23-2013).]
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lou_dias
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SEP 01, 12:33 PM
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argh!!! Track was rained out today. I added 5% VE up to 4000 and a little more from 4400 and up...also leveled off some timing inconsistencies...
Looks like I have 5 weeks to try to get another dyno in. I'm looking to get my peak power back past 4600 rpm...
After the last race, I'll have 7 months to play with timing...
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lou_dias
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SEP 16, 01:24 PM
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With some advice from Joseph Upson...
I've been reading up on the AE vs. TPS table and it seems that this table is what controls "tip in". Aka my initial rich condition when I go from 20% throttle to WOT.
I believe I want to lower the numbers. Any other insights are appreciated.
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lou_dias
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OCT 07, 12:39 PM
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I went to the same shop that did my dyno on page 3 with the old Fiero intake setup. They had a dyno day on Saturday. I tweaked my tune since the last dyno to not be so lean and I have my a/f ratio down to ~13.9:1 now with a peak ~5000rpm. Peaks were 166/201. This is a Mustang dyno. I asked if he changed any parameters since my dyno from 3 or 4 years ago and he said he used the same settings. Could the TPI "supercharger-effect" be true?
http://www.fierofocus.com/T...old_and_fucntion.pdf
Madness. Makes me want to do the DAWG mod to my old intake and slap that back on... Everyone claims this dyno is lower reading than the one I've been using recently...I just wanted to see how much headway I've made with my a/f ratio. I should be in mid-to-upper 170's now on the dynojet. Don't know when I'll get there again. Last race is this coming Sunday.[This message has been edited by lou_dias (edited 10-07-2013).]
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