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Just click on the load cell and hit = and you can change it. I'm not aware of any advantage to doing it one way or the other. I think some people start at 10 to give more resolution up top where they really need it.
Hey guys, I’m new to tuning so let me know what you think.
Mods: 05 Evo 8 SSL, BBK Full ported, S1 cams, tbe with high flow cat, 3.5” fmic, licp, 850cc injectors, walbro 255, 93 oct pump gas.
3rd gear, hits 275 peak load by 3650rpm. 25.5psi peak boost tapering to about 22 by redline. Peak tq at 5500rpm. 5* at peak tq, 12* by 7200rpm. AFRs are high 12s spoolup tapering to 11.0 by redline.
1 or 2 counts of knock in 3500-5k range, some runs are 0 knock.
Best so far was 433/366 VD. Outside temps 43F. Sorry I don’t have boost or afr plot yet, working on that.
Car runs great and pulls hard, but I welcome any feedback. Thanks
I think the map looks decent but high 12s afrs on 93 is abit lean. Ide targed for 11.2 At Full throttle
My Evo was tuned earlier for E85 by a tuner here in Thailand, i checked out the tune and the injector scaling was at 921 which is for pump gas and not E85. (PTE 1200cc injectors)
if i change the scaling my tune will be way off correct?
I hit 260load on 1.4 bar of boost, full boost is 1.6 bar which should hit around 280 load, havent logged it yet.
is there anyone who can please check my ignition and fuel map and see if its ok or not good at all.
My mods are:
1. PTE 1200cc injector
2. Full 3 inch exhaust from turbo elbow (3inch as well)
3. warlbro 255
4. AVCR EBC
5. open air intake, hks mushroom
6. AEM wideband
7. evo 9 BOV
8. Stock 9.8t turbo
My afr's are at 11.5-11.7 at WOT from 2500-6000rpm, didnt want to rev to 7500rpm before the tune has been looked over.
The car was tuned for 1.6 bar before, now i have the boost set for 1.35bar.
Thanks a lot in advance.
Last edited by henriklm; Sep 25, 2016 at 08:17 PM.
Reason: Newer updates
ok here is what i have settled on for my race fuel map on vp109 (105 octane fuel) map in SD
peak tq is around 6500 rpm and car made 600whp / 459ftlb tq on vd with a .70 ar turbine housing. injectors are 93%( fic1250)
any assistance is welcomed.
Max RPM must be high in your case ? 8000-8500RPM ?
In that case, more resolution in the upper RPM should be profitable. That jump from 7000 to 7500 from 8* to 16* seems harsh to me (even considering ECU interpolation)
my shift point with nlts is between 7300 -8500 since i experience a little drag above 7500
do i still have to be mindful of pk tq timing even tho i shift ahead of its range? or can i really ratchet up the timing more ?
this is for drag racing.
No you have to keep a low peak torque timing for when you hit those cells (aka spooling).
The right mentality is to tune each cell safe for every situation. No reason to increase the timing in these cells especially if you think you don't hit them when drag racing, they won't slow you.
You could also reduce timing in the low load, high rpm range (throttle released shifting cells), this would reduce shifting knock if you have some.
(ask a drag racing tuner about this) I think that for ultimate performance I think you would also enrich the "throttle released shifting cells" to keep the turbine at higher speeds between shifts. Not sure about this, but this is how we help spool the turbo when launching so I think it would help after shift response... but ask a pro.
my shift point is beyond peak tq, on nlts i retain about 13 psi at 7000 rpm. does this change anything in the map in regards to peak tq or do i continue to ratchet up timing beyond 6500?
my shift point is beyond peak tq, on nlts i retain about 13 psi at 7000 rpm. does this change anything in the map in regards to peak tq or do i continue to ratchet up timing beyond 6500?
Not sure I understand your question. When I talk about shift knock I mean jumps like the area I circled. This could lead to issues/knock, or not, but I'd smooth this (preferably reducing the higher rpm timing to closely match lower rpm timing).
I estimated the shift area which you say is at 13psi, but where you end on the load range depends on your MAF or SD tuning/scaling.
A thing I would change in the map (like I said above), is the resolution in the upper RPM range. Your 8000, 8250 and 8500 all have the same timing. There is no point having these 8250 and 8500 lines if they use the same as the 8000 line. You could use these line to add let's say a 6750 and a 7250 line. From there you could adjust the engine more precisely to the maximum timing it can take (without knocking or without producing less power, as it happens often on high octane before knocking)
ye i read you loud and clear on that. but i know the rule of thumb is that in the peak tq area u use minimum timing to prevent detonation and then after peak tq u can increase up the timing. what i am asking is since my lc is 6500 and my nlts drops me back to 7000 rpm would i be severely affected with high timing after my peak tq area?
also is 8 deg peak tq timing at 35 psi unheard of on a built 2.4 engine with 104 octane race fuel? i realise alot of other posts use 4 degrees as some sort of default.
ye i read you loud and clear on that. but i know the rule of thumb is that in the peak tq area u use minimum timing to prevent detonation and then after peak tq u can increase up the timing. what i am asking is since my lc is 6500 and my nlts drops me back to 7000 rpm would i be severely affected with high timing after my peak tq area?
also is 8 deg peak tq timing at 35 psi unheard of on a built 2.4 engine with 104 octane race fuel? i realise alot of other posts use 4 degrees as some sort of default.
The arbitrary 4* at peak torque is a common value on stock block, to limit torque on the quite fragile stock rods (about 400wtq). There is no official rule on this, as you know. Knock would also be very hard on the rods, even under the 400wtq limit.
I tend to think that with a built engine and peak torque at 6500rpm (vs 4500rpm on close to stock setup), you could go with a higher timing. You can run the max torque your built engine can withstand, no matter the number in the timing map you set.
The timing you set in the upper RPM range is the maximum timing you produce power, without knocking. With this particular power level, an EGT gauge/EGT monitoring while tuning would benefit you safety wise.
Hi guys, we are about to tune an evo 9, 2.2L, fp super 94 turbo, on e85. Never tuned on e85 before, so i am wondering if anyone can give us a ballpark on MBT at about 40psi/7k rpm for example?
I searched a little in the forums but can't find a similar setup with timing map
Tks
Jul 18, 2016, 08:47 PM
