Great Info! Thanks for sharing these.

One thing I noticed is these Roms (13, 14, & 15) all came from a GSR, right? Do you have ones that compare the same Version Roms of different models?

Version 13 of RS versus GSR versus MR?

`Gus

 

all the same.

 

They are all the same, there is no secret or anything you will find that hasn't already been found.....I'm not sure what point your trying to prove?


BTW get a wideband, sheesh.

 

Bryan is right ... the difference in airflow and timing can easily be explained with gearing. Since the RS is geared lower, it will likely hit higher load values. This means a little more airflow and less timing. It is quite simple.

 

Cool car.

 

Ta-Da! Higher Load values it is.



After reading what you guys typed, I did a quick comparison of the Load Values. The RS indeed pulls a steady higher load value until the redline than the MR.

I think the comparison between the MR and RS is done. It seems like most of the magic is captured in the difference in gear ratios.



On to Jeff's Evo8. Since the difference in turbocharger size and lack of MIVEC makes the two cars distinct enough, there should be some cool stuff for me to discover.

Keep in mind Jeff and I had done many side by side pulls and lacking the MIVEC and turbo size doesn't make much of a difference!

Although, the more accurate comparison would be my IX MR versus a VIII MR so we can eliminate any gear-ratio advantages.

Anybody own a stock VIII MR? I doubt it...hahaha

`Gus

 

stock for stock the 05 VIII and 06 IX are not much different power wise.....

Its when you start adding bolt-ons where the IX shines and will make more power with less parts.

See done, you don't have to test anything now......

 

There is some difference between the version 13 and version 15 roms.. however it's not in the tables that we modify. It would be nice to have one of the ECU guru's compare the two images and find out what the differences actually are.

 

Yea there has to be some differences between all three, or there wouldn't be all three.

Probably in some compensation maps, etc. I just don't have the time to compare every single map to each rom.

 

Wow Gus. Good thread!! We're going to have to get back in my 8 and do some more runs once we fix my wastegate tomorrow.

 

I've heard some discussions about the break-in period affecting engine performance down the road. It would be interesting to consider how you broke your engines in during the break in period. For instance, I was pretty strict with my break in: avoided boosting (as best as possible) for first 800 miles and kept rpms below 5,000. Didn't go ***** out until after 1000 miles.

 

Just spoke to Kyle @ BishopMotorsports about wideband O2 and boost signal; both very important for fine tuning ECU maps. I didn't want to go with a welded in bung on my stock downpipe, and I wanted to know what's the correction factor when the O2 sensor hangs off the tailpipe. Apparently there's a 0.1-0.2 leaner signal at the tailpipe versus before the CAT. I will have to calibrate the software in order to get an accurate reading.

Sooner or later, I will have to get both of those in order to get the best readings out of the cars while I datalog and play around with the Evo's ECU.

Maybe I should start a Get Gus Tuning Equipment Fund. Anyone want to chip in?

Jeff, Rich? Anybody???

Alright, I'm going to research and find which ones work with mitsulogger, or else time to get into EvoScan!

`Gus

 

Also depends on the flow, the type of HFC, and the actual monitoring hardware used.

On our dyno, we had a car with a works HFC, works DP and works catback. It had a wideband in the DP before the cat and I also logged wideband at the tailpipe using an innovate tailpipe adapter.

AFR between the two where pretty darn close from peak torque to about 6500 rpm when the downpipe wideband showed richer by .4 and going richer at fuel cut off.

 

Edit!
<Yikes! the signal at the tailpipe may give false sense of hope, especially at redline.

Gotta be a little careful. Maybe I'll calibrate the wideband O2 on a dyno prior to testing it out on stock Evo exhaust systems. This means I will have to get a O2 bung welded to the downpipe...

Good thing I got a spare one sitting around!

`Gus>

Ok, I'm glad the signal coming from the muffler is leaner than actual since that gives the tuner some buffer to play around with.

`Gus

 

Its good to know the factors affecting certain variables. Understand why certain aspects react diffierently across the different trim levels I'd assume would also help when trying to optimize a tune. Nothing wrong with doing hands on experiment yourself to see how others come to their conclusion. " All the travel books in the world can't equal an actual trip"
Everyone has to start somewhere so its best to begin from the base and work your way up.
Keep at it Gus...I need more stuff to read while I'm bored at work.