View Poll Results: Which do you use and for what (primarily)?
Dynoflash and 1/4 mile
12
21.05%
Dynoflash and open track
13
22.81%
XEDE and 1/4 mile
4
7.02%
XEDE and open track
22
38.60%
Works (BrainFlash) and 1/4 mile
0
0%
Works (BrainFlash) and open track
6
10.53%
Voters: 57. You may not vote on this poll
Dynoflash or XEDE(XFlash) and for what purpose?
Originally posted by MP5
I agree with some of your post however I find it fitting you say that there should be no retaliation thats absurd
I agree with some of your post however I find it fitting you say that there should be no retaliation thats absurd
Originally posted by MP5
Funny huh that a shadetree tooner like myself/erick/ez/ et al is all thats needed to pruve the truth.
Funny huh that a shadetree tooner like myself/erick/ez/ et al is all thats needed to pruve the truth.
Admin Emeritus
Joined: Jan 2003
Posts: 2,239
Likes: 101
From: NR Reading PA
Originally posted by shiv@vishnu
Sure can. It was caused by actual misfire. As soon as the engine would pass through that rpm point, it would 'hiccup' audibly. No amount of fuel/spark/boost tuning would eliminate this. This was due to the somewhat absurd testing conditions we were faced with. I'm sure those who were present can attest to this
The dyno tuning session was held in Houston TX where the dyno was passed at the back of a very looong shop with virtually no ventilation. No fresh air ducting, no exhaust ducting, nothing. Not to mention triple digit room temps. Before long, the shop filled up with enough exhaust gases to make everyone sick. This has an effect on engine as well as exhaust gas is inert and noncombustible. If you get enough exhaust in your intake charge, the charge will simply fail to ignite and the engine will hiccup. This unwanted EGR issue will make power output low as well as tax the hell out of an ignition system. This particular car was affected more than the others. I suspect this is because it was tested towards the end of the day when air quality was the worst. It was also a stock car (with a stock exhaust) which also induces higher exhaust back pressure levels-- adding exhaust to the in-cylinder charge from the other side of the engine as well.
The reason I posted that dyno graph out is because it was, at the time, the only dynojet result a completely stock car that I had. Most of our dyno testing is done on a more suitable dyno (our DD, of course )
Cheers,
shiv
Sure can. It was caused by actual misfire. As soon as the engine would pass through that rpm point, it would 'hiccup' audibly. No amount of fuel/spark/boost tuning would eliminate this. This was due to the somewhat absurd testing conditions we were faced with. I'm sure those who were present can attest to this
The dyno tuning session was held in Houston TX where the dyno was passed at the back of a very looong shop with virtually no ventilation. No fresh air ducting, no exhaust ducting, nothing. Not to mention triple digit room temps. Before long, the shop filled up with enough exhaust gases to make everyone sick. This has an effect on engine as well as exhaust gas is inert and noncombustible. If you get enough exhaust in your intake charge, the charge will simply fail to ignite and the engine will hiccup. This unwanted EGR issue will make power output low as well as tax the hell out of an ignition system. This particular car was affected more than the others. I suspect this is because it was tested towards the end of the day when air quality was the worst. It was also a stock car (with a stock exhaust) which also induces higher exhaust back pressure levels-- adding exhaust to the in-cylinder charge from the other side of the engine as well.The reason I posted that dyno graph out is because it was, at the time, the only dynojet result a completely stock car that I had. Most of our dyno testing is done on a more suitable dyno (our DD, of course
)Cheers,
shiv
Uhmmmm....... let me get this straight. The closed building environment was sufficiently starved of oxygen to cause the engine to “cough” and nobody died?
Speedlimit...
Originally posted by Speedlimit
Uhmmmm....... let me get this straight. The closed building environment was sufficiently starved of oxygen to cause the engine to “cough” and nobody died?
Speedlimit...
Uhmmmm....... let me get this straight. The closed building environment was sufficiently starved of oxygen to cause the engine to “cough” and nobody died?
Speedlimit...
Evolved Member
iTrader: (20)
Joined: Mar 2003
Posts: 4,941
Likes: 0
From: Danville/Blackhawk, California
Originally posted by Speedlimit
Uhmmmm....... let me get this straight. The closed building environment was sufficiently starved of oxygen to cause the engine to “cough” and nobody died?
Speedlimit...
Uhmmmm....... let me get this straight. The closed building environment was sufficiently starved of oxygen to cause the engine to “cough” and nobody died?
Speedlimit...
Shiv
Guys, let's get back to the topic of answering who is using what for what. Obviously any of these systems can be used for any situation, so it's more a matter of what the users are actually using them for.
Let's keep the pros/cons out of this and get back to the original question.
Mark
Let's keep the pros/cons out of this and get back to the original question.
Mark
In Timeout
Joined: Dec 2003
Posts: 349
Likes: 0
From: Kennesaw Ga
Nice to see you keeping things in check 
Originally posted by KK
Guys, let's get back to the topic of answering who is using what for what. Obviously any of these systems can be used for any situation, so it's more a matter of what the users are actually using them for.
Let's keep the pros/cons out of this and get back to the original question.
Mark
Guys, let's get back to the topic of answering who is using what for what. Obviously any of these systems can be used for any situation, so it's more a matter of what the users are actually using them for.
Let's keep the pros/cons out of this and get back to the original question.
Mark
Originally posted by shiv@vishnu
Sure can. It was caused by actual misfire. As soon as the engine would pass through that rpm point, it would 'hiccup' audibly. No amount of fuel/spark/boost tuning would eliminate this. This was due to the somewhat absurd testing conditions we were faced with. I'm sure those who were present can attest to this The dyno tuning session was held in Houston TX where the dyno was passed at the back of a very looong shop with virtually no ventilation. No fresh air ducting, no exhaust ducting, nothing. Not to mention triple digit room temps. Before long, the shop filled up with enough exhaust gases to make everyone sick. This has an effect on engine as well as exhaust gas is inert and noncombustible. If you get enough exhaust in your intake charge, the charge will simply fail to ignite and the engine will hiccup. This unwanted EGR issue will make power output low as well as tax the hell out of an ignition system. This particular car was affected more than the others. I suspect this is because it was tested towards the end of the day when air quality was the worst. It was also a stock car (with a stock exhaust) which also induces higher exhaust back pressure levels-- adding exhaust to the in-cylinder charge from the other side of the engine as well.
The reason I posted that dyno graph out is because it was, at the time, the only dynojet result a completely stock car that I had. Most of our dyno testing is done on a more suitable dyno (our DD, of course )
Cheers,
shiv
Sure can. It was caused by actual misfire. As soon as the engine would pass through that rpm point, it would 'hiccup' audibly. No amount of fuel/spark/boost tuning would eliminate this. This was due to the somewhat absurd testing conditions we were faced with. I'm sure those who were present can attest to this
The dyno tuning session was held in Houston TX where the dyno was passed at the back of a very looong shop with virtually no ventilation. No fresh air ducting, no exhaust ducting, nothing. Not to mention triple digit room temps. Before long, the shop filled up with enough exhaust gases to make everyone sick. This has an effect on engine as well as exhaust gas is inert and noncombustible. If you get enough exhaust in your intake charge, the charge will simply fail to ignite and the engine will hiccup. This unwanted EGR issue will make power output low as well as tax the hell out of an ignition system. This particular car was affected more than the others. I suspect this is because it was tested towards the end of the day when air quality was the worst. It was also a stock car (with a stock exhaust) which also induces higher exhaust back pressure levels-- adding exhaust to the in-cylinder charge from the other side of the engine as well.The reason I posted that dyno graph out is because it was, at the time, the only dynojet result a completely stock car that I had. Most of our dyno testing is done on a more suitable dyno (our DD, of course
)Cheers,
shiv
How would a simple fall in air quality cause a misfire on three distinct dyno pulls at the exact same rpm (there are three pulls on the Vishnu chart)? I have no personal knowledge of what the KC tables look like but it seems that pulled timing at the same RPM on three seperate pulls due to knock is a more plausible explanation than bad air quality. Please explain without flaming, I am genuinely interested in the answer.
Thanks
Sorry KK,
Just read your post...
In reference, I have the mail Dynoflash and I am very pleased with it.
I am planning to autocross primarily but I hope to get down to VIR at least once next summer. I do however use my car to prowl all the miles and miles of windy back roads out my back door since I live right at the foot of the Blue Ridge. Never fails to produce a huge smile on my face...
Just read your post...
In reference, I have the mail Dynoflash and I am very pleased with it.
I am planning to autocross primarily but I hope to get down to VIR at least once next summer. I do however use my car to prowl all the miles and miles of windy back roads out my back door since I live right at the foot of the Blue Ridge. Never fails to produce a huge smile on my face...
Evolved Member
iTrader: (20)
Joined: Mar 2003
Posts: 4,941
Likes: 0
From: Danville/Blackhawk, California
Originally posted by Buster42
Please excuse my ignorance as I am new to the forum and still in the early phases of my learning curve with regard to tuning the EVO. Please let me know if this is a rediculous observation but...
How would a simple fall in air quality cause a misfire on three distinct dyno pulls at the exact same rpm (there are three pulls on the Vishnu chart)? I have no personal knowledge of what the KC tables look like but it seems that pulled timing at the same RPM on three seperate pulls due to knock is a more plausible explanation than bad air quality. Please explain without flaming, I am genuinely interested in the answer.
Thanks
Please excuse my ignorance as I am new to the forum and still in the early phases of my learning curve with regard to tuning the EVO. Please let me know if this is a rediculous observation but...
How would a simple fall in air quality cause a misfire on three distinct dyno pulls at the exact same rpm (there are three pulls on the Vishnu chart)? I have no personal knowledge of what the KC tables look like but it seems that pulled timing at the same RPM on three seperate pulls due to knock is a more plausible explanation than bad air quality. Please explain without flaming, I am genuinely interested in the answer.
Thanks
Shiv
My car has had "p0300" multi cylinder misfires for as long as I have owned it (new) and even after going to the AEM system we finally tracked it down to the cam angle sensor PLUG! (and RRE's Greddy car has had similar "issues" (go figure) This was after the dealer had diagnosed and documented injector caused misses, AND coil ignition problems (even sparkplug failures). Haven't had a miss since we fixed the cam angle sensor plug. (and it's right where you bump things while changing the intake).