Alright, I have decided to dyno my car now instead of later. I figured it would be good to have a baseline to work from as I try to improve performance and tuning.
Also it will help me get some initial AFR readings to give me some idea of where to go with the tuning.
So I made an appointment http://www.conleyracing.com/index.htm here for wednesday. I'll be letting ya'll know how it goes.
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Dyno on Wednesday
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Kyle in NO
- Posts: 17638
- Joined: Feb 12, 2006 12:00 PM
- Location: Nasty Orleans------> Batten-Rooehjch------>More Souther LA
Be sure to get a damn dyno sheet! 8)
Last edited by Kyle in NO on Mar 19, 2007 10:42 PM, edited 2 times in total.
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Kyle in NO
- Posts: 17638
- Joined: Feb 12, 2006 12:00 PM
- Location: Nasty Orleans------> Batten-Rooehjch------>More Souther LA
Okay, I must thank ya'll for unhijacking my thread. That was some ride though.
So Mustang Dynos read significantly lower? Interesting. But you're right, for tuning purposes it's just fine. Is there a standard deviation versus other dynos? Not that it really matters just curious if there is a way to relate the numbers across Dyno manufacturers.
Yes I'll get a dyno sheet Kyle but you can't see it until you have a timeslip. Deal?
So Mustang Dynos read significantly lower? Interesting. But you're right, for tuning purposes it's just fine. Is there a standard deviation versus other dynos? Not that it really matters just curious if there is a way to relate the numbers across Dyno manufacturers.
Yes I'll get a dyno sheet Kyle but you can't see it until you have a timeslip. Deal?
Tuning? Yeah, pretty much by feel at the moment. I added 2 clicks to the AFM today to try to smooth out the power delivery some. I need to drive it and let it adjust some now. Then we'll see if it needs a little more "adjusting"Jeremy wrote:How're you tuning the car now? Just by feel?
Jeremy
Small increments only. I need to drive this car
Just got back from "driving" the car. I really like drivng this car now.
2 clicks on the AFM was definitely better for drivability. Idle improved as well. Now a more steady 700rpm. Before it was a slightly hunting 600-650. Feels better anyhow.
I now have 93 octane in there. I never had any detonation on the 87 however. I'll reassess the drivability again tomorrow.
2 clicks on the AFM was definitely better for drivability. Idle improved as well. Now a more steady 700rpm. Before it was a slightly hunting 600-650. Feels better anyhow.
I now have 93 octane in there. I never had any detonation on the 87 however. I'll reassess the drivability again tomorrow.
Well, I went to the Dyno today to do a little tuning and spot check of where the car is at. Lets just say it wasn't a stellar experience.
First I will say the shop was very professionally run and the guys there were nothing but helpful. We did have an issue however. I asked the shop guy where his machine ran in comparison to a dynojet. He said 12 -14 % lower usually.
I could not get any kind of consistent AFR reading from their machine. In fact, it was impossible to extrapolate any kind of tuning baseline due to inconsistency with the AFRs'.
We did manage to gain 11 hp over my first pull on my third run. AFR's were 9.2 to 10.4 on that run and hp was 205 with tq at 207. I tried leaning out the AFM but all that did was make the AFR readings lean everywhere. We would start a run and the AFR would just bounce all over the place.
I /we decided there had to be a bigger issue. I did not change my O2 sensor during the install and I have a feeling that it might be sending inconsistent readings to the ECU.
The other potential problem is that their wideband was bad although they didn't want to go there.
I had started several pulls that we ended due to AFR numbers around 15.5 to 17.0 @ 3200-3500 rpm. Again, no audible detonation.
Lets just say it created a whole lot of questions and answered none. I am also confident that my car will get much faster as soon as the AFR situation can be properly monitored either through my ECU or a properly working wideband.( that last comment assumes my O2 is good which I cannot confirm)
I must tell you we did not hear any detonation ever but in light of Duke's last head gasket I decided to be cautious here. I seem to recall him saying they did not hear detonation either. Well that's it for today. I'll be going back soon. When I do I'll give you all the details.
Dyno chart will be posted this evening.
First I will say the shop was very professionally run and the guys there were nothing but helpful. We did have an issue however. I asked the shop guy where his machine ran in comparison to a dynojet. He said 12 -14 % lower usually.
I could not get any kind of consistent AFR reading from their machine. In fact, it was impossible to extrapolate any kind of tuning baseline due to inconsistency with the AFRs'.
We did manage to gain 11 hp over my first pull on my third run. AFR's were 9.2 to 10.4 on that run and hp was 205 with tq at 207. I tried leaning out the AFM but all that did was make the AFR readings lean everywhere. We would start a run and the AFR would just bounce all over the place.
I /we decided there had to be a bigger issue. I did not change my O2 sensor during the install and I have a feeling that it might be sending inconsistent readings to the ECU.
The other potential problem is that their wideband was bad although they didn't want to go there.
I had started several pulls that we ended due to AFR numbers around 15.5 to 17.0 @ 3200-3500 rpm. Again, no audible detonation.
Lets just say it created a whole lot of questions and answered none. I am also confident that my car will get much faster as soon as the AFR situation can be properly monitored either through my ECU or a properly working wideband.( that last comment assumes my O2 is good which I cannot confirm)
I must tell you we did not hear any detonation ever but in light of Duke's last head gasket I decided to be cautious here. I seem to recall him saying they did not hear detonation either. Well that's it for today. I'll be going back soon. When I do I'll give you all the details.
Dyno chart will be posted this evening.
What does detonation sound like and what problems does it create?GregATL wrote:Well, I went to the Dyno today to do a little tuning and spot check of where the car is at. Lets just say it wasn't a stellar experience.
First I will say the shop was very professionally run and the guys there were nothing but helpful. We did have an issue however. I asked the shop guy where his machine ran in comparison to a dynojet. He said 12 -14 % lower usually.
I could not get any kind of consistent AFR reading from their machine. In fact, it was impossible to extrapolate any kind of tuning baseline due to inconsistency with the AFRs'.
We did manage to gain 11 hp over my first pull on my third run. AFR's were 9.2 to 10.4 on that run and hp was 205 with tq at 207. I tried leaning out the AFM but all that did was make the AFR readings lean everywhere. We would start a run and the AFR would just bounce all over the place.
I /we decided there had to be a bigger issue. I did not change my O2 sensor during the install and I have a feeling that it might be sending inconsistent readings to the ECU.
The other potential problem is that their wideband was bad although they didn't want to go there.
I had started several pulls that we ended due to AFR numbers around 15.5 to 17.0 @ 3200-3500 rpm. Again, no audible detonation.
Lets just say it created a whole lot of questions and answered none. I am also confident that my car will get much faster as soon as the AFR situation can be properly monitored either through my ECU or a properly working wideband.( that last comment assumes my O2 is good which I cannot confirm)
I must tell you we did not hear any detonation ever but in light of Duke's last head gasket I decided to be cautious here. I seem to recall him saying they did not hear detonation either. Well that's it for today. I'll be going back soon. When I do I'll give you all the details.
Dyno chart will be posted this evening.
Greg, do you have a boost gauge yet? With a reasonably good tune, the base TCDs1 wastegate spring should give you 10psi. I was only getting 8 psi when I started because my AFRs were so fat.
I too, have had issues with the WBO2 at the dyno. It just doesn't seem to read accurately in the low rpm/ low exhaust volume range. With regards to tuning, the best investment you can make is in one of the Innovate products. Either the LM-1 for use only when tuning and making changes, or the LC-1 for full time WB02 with gauge.
At 10 psi with 93 octane, these motors are VERY forgiving and aren't very prone to detonation in stock form. It's possible you could've been a bit lean and not had any issues with. You were right to cut the dyno runs short, though. Something (either with your car or the dyno) seems amiss.
Jeremy
I too, have had issues with the WBO2 at the dyno. It just doesn't seem to read accurately in the low rpm/ low exhaust volume range. With regards to tuning, the best investment you can make is in one of the Innovate products. Either the LM-1 for use only when tuning and making changes, or the LC-1 for full time WB02 with gauge.
At 10 psi with 93 octane, these motors are VERY forgiving and aren't very prone to detonation in stock form. It's possible you could've been a bit lean and not had any issues with. You were right to cut the dyno runs short, though. Something (either with your car or the dyno) seems amiss.
Jeremy
Sounds like marbles rattling around inside the motorwkohler wrote:What does detonation sound like
Raises combustion temperatures and pressure to obscene levels. Left unchecked, it'll crack or melt pistons and destroy headgaskets, especially on a turbo car.wkohler wrote: and what problems does it create?
Jeremy
Pussies blow headgasgets.......Real men crack pistons 
Jeremy wrote:Sounds like marbles rattling around inside the motorwkohler wrote:What does detonation sound like
Raises combustion temperatures and pressure to obscene levels. Left unchecked, it'll crack or melt pistons and destroy headgaskets, especially on a turbo car.wkohler wrote: and what problems does it create?
Jeremy
With decent tuning and your A/F ratios correct thru the rpm range you should be around 264 RWHP on a mustang dyno (allowing for 12% lower).GregATL wrote:Well, I went to the Dyno today to do a little tuning and spot check of where the car is at. Lets just say it wasn't a stellar experience.
Your next step should be the MS with TCD tuning. After that I would consider the intercooler but not before.
If you look in this thread http://www.mye28.com/viewtopic.php?t=30565 it pretty clearly outlines my future plans. No telling on how long it will be though before I am finished at this time.
OK, cool. You are right on track.GregATL wrote:If you look in this thread http://www.mye28.com/viewtopic.php?t=30565 it pretty clearly outlines my future plans. No telling on how long it will be though before I am finished at this time.