I've found that people with rich AFRs can often run more timing. If they lean the car out and pull some timing they actually get more HP and better fuel economy.

There are lots of people that don't have a WB and of those that do ... many have enough exhaust leaks to throw their WB readings off.

On straight 110 leaded my EVO9 can barely take 8* at peak tq / 25psi. This is with a 12:1 afr.

I wish more people would post a tune and timeslip. We could tell alot more about the tune knowing what MPH it is producing. Back in the DSM days we also used 60-90mph times to tell how we were doing. Not sure what mph--mph would be best for an evo but it could still provide additional info if done correctly (not down hill with a tailwind).

 

50-80mph (4300-6800RPM) or 55-85mph (4700-7200RPM) would be good for an Evo VIII in 3rd gear.

Edit: Just looked at one of my tuning sessions from today and my 4300-6800 time is 2.55s. Running it through VDR on dynojet mode gives it 398tq/397hp.

 

I'm hoping to add an ELAPSED time feature to VDR someday so you can input the beginning and ending RPM range and it will tell you the elapsed time between that range. I think its a pretty useful feature to see the HP gains turn into TIME reductions.

 

The audi people do that. They call it their "FATS" time. They even have FATS calculators. Its a measurement of time between two certain RPMs points IIRC (or maybe its between two MPH points).

I tried to use some VAG (audi logging/scanning software) logs in VDR, but even after adding all the car info and other stuff. I couldnt get the dyno correct at all. It may have been cuz the logs had way low resolutions (probably was 6-12 sample per sec).

I was doing it in hopes of gettin them to stop using that stupid FATS time stuff.

 

FATS is 57-91 mph I think ^^

 

those acceleration tests are fun to do but gearing makes a big difference so it's difficult to even the playing field

 

Since the VDR already knows the gear ratios,vehicle weight and tire size, its possible to calculate a 'rating' between certain RPM ranges. That would make it universal regardless of gear ratios and all of the other variables. I haven't given it any thought but with all of the data already present in the VDR, its easy to have it do some simple math for us for more comparisons. THe benefit is more for the individual vehicles comparison from before/after logs but it definitely can be useful to compare with other users as well (if thought out well enough).

 

that's a good point. It would be interesting to post up numbers from a big turbo car with and without brake boosting to demonstrate the difference

 

Well Chris....post some up....let's take a look. Just hide the identity of the customer.

 

91 +50%Meth/50%Water Tune
Stock 9 Turbo ~29 psi (peak) tapering to 22 psi at 7500+
AFRs ~11.8 - 12.0 most of the range
Timing 3* - 16*

91 + 100% water (still working on the tune)
Stock 9 turbo ~24 psi (peak) tapering to 19 psi at 7500+
AFRs ~still too rich
Timing 3* - 16*

 

91 octane/ White Rabbit Turbo/ 27psi

 

heres my fully tuned/constant work in progress hi oct map

93oct
22lbs @peak tq (3250 ish rpm) creeps to 25psi then 20-22 by red line
i smoothed it out just for neatness sake i have 0 knock . let me know what you think!

edit: im in the 270 load cells @full boost then down to 220 by red line.

 

Time for a rescale?

 

Hahaha. Yea I actualy rescalled it this evening. I'm gonna rescale it a little more knock off the 350 and 340 maybe 330. But how does the timing look? I haven't messed with afrs yet I'm just hoping its not 2 agressive since it hasn't knocked yet I'm just gonna keep going.... maybe try a faster ramp speed and see how it affects the VDR. (< awsum tool by the way)

 

The table looks very smooth....good job. I would recommend stopping with it until you have your fuel in check.

It would be pointless to put hours into making a timing table look great only to have to go back and re-tune it because you have the ability to do so because your fuel is in check.

You have a good start....tune the fuel table and then come back to the timing table.