Rote8

New 2.1 liter blower is making a steady 14 PSI and touching 16PSI...

Methanol is on.

wcs

iTrader: (2)

What are you using to produce this data log?
First thing ... its really short.

IMO you're looking pretty lean for 190+ load but it's down low in the RPM range .. hard to get knock sub 3500rpm

ShellDude

iTrader: (12)

I would aim for 11.2... maybe even 11.1

wcs

iTrader: (2)

You'll wanna get rid of that positive trim as well.
At least keep an eye on it that it doesn't get worse.

The lead ign timing is a bit more aggressive that what I have. Not that what I have is special ... just saying for comparison I would be in the 8 range not 14

It's looking good! Boost down low must feel nice!

Congrats

Rote8

I do need to work on the trims again, and go a little richer, but I am lower compression. (9 to 1)
Cut from a Cobb AP log.
PS: I has torque...

wcs

iTrader: (2)

Oh yeah ... ok

So what AFR have you been told to shoot for?

TeamRX8

iTrader: (25)

somebody wake me up when he decides to post a real log rather than a pointless snippet ...

lastphaseofthis

pointless is a bit harsh? yeah hes got to much data selected, and we NEED to see more. but...

from my last n/a logs: 4k rpm- 94.36 g/s, 7k rpm- 178 g/s
his "log" shows 190-195 g/s at 50 % percent throttle, or less.

so yeah, double the air flow of n/a and not even 100 WOT.

OP, go get some WOT logs, just use the brakes to load it on the street.

PS you don't need to data log these: coolant temp, oil metering(unless u have GOOD reason) and injector pulsewidth.

also you don't need trailing and split, either will do. same for maf volts or maf flow, you don't need both.

TeamRX8

iTrader: (25)

I intended to say pointless, but am going nod off again regardless

olddragger

iTrader: (3)

WHOA.
Guys --this is also with lower compression rotors--so he is moving slightly more volume than us "packed guys"
Remember boost aint airflow. It surely helps with it--but look at that calculated load at that rpm and at that throttle setting!
I bet he will underdrive the SC more and aim for around a 12 psi boost ( but at what grams/sec!?)
He probably needs more fuel before he pushes it any........
I sure want to know more. Intake mods? Intercooler mods? Bank Account mods?
It is probably a 2.1 blower where the Pettit blower is a 1.7.

wcs

iTrader: (2)

blah .. how to attach files is a pain
Just for comparison to a T4 at 11.0psi ... nice g/s down low on Rote8 logs

wcs.txt

5.pdf

5.zip

Rote8

Yes, 9 to 1 rotors.
Still waiting for a better (8 rib) pulley set.
I can go with a smaller crank pulley.
My back account mods are broken now, as I am unemployed while taking care of a parent (stage 4 lung cancer, possibly meso)
Intake is not modded, IC is the stock Pettit stage 2)
2.1 liter Kenne Bell arrived a month before my fathers downhill slide but my 1.7 liter was scarred and did not make full boost.

PS 16 PSI at low rpm is fun.

Rote8

Yeah, about that, my load goes to "200" too quickly, I need to set the tune for a greater than "200" and the Cobb AP will not let me.

The plus side, I have TORQUE.....

ShellDude

iTrader: (12)

I'm doing 9 at "low/mid" rpm on a modified greddy turbo and agree its a shitload of fun.

skc

Looks like it is a similar blower to the Hymee. Mine currently seems to peak at around 12psi getting a dyno tune done next week so it will be interesting to compare results.

Rote8

The Kenne Bell 2.1 liter unit is slightly wider, longer and taller.
18,000 rpm max, mine does not ever see 10,000 rpm.

I hope to one day get a proper tune; are you listening Kane?

Brettus

iTrader: (2)

Sounds like you have some torque aright !
What tyres do you have and will it hold traction in 2nd gear at those rpms ?

skc

At 16 psi you should be over 350hp

Rote8

But, I am not going past about 5000 rpm till properly tuned.
I am close, but I need to find a way to scale the max calculated load numbers to greater than 200, the Cobb Race tune software seems limited to 200.

olddragger

iTrader: (3)

that may be a stubbling block. If Kane is not available--check with Steve Kan--he is getting more experience with the Fi 8.

Not even 10K blower rpm? Damn--that will help charge temps a lot.
tie open the ssv dude--- you dont need it.
You KNOW you are going to need a bigger TB and SC snorkle

atl8

iTrader: (1)

Increase your IAT/Baro Comp table number to compensate. AxBxC=Calc Load Max, so you can get the total much higher than 200% if you need to.

wcs

iTrader: (2)

So what's table C?

I don't see how this helps with the tuning requirements.

All your doing is increasing the calculated load value in to a range that currently out of the control the ATR software

You can set the Ignition Tables and the Fuel tables to a higher Calculated Load vs RPM value ...

however...


The CalculatedMaxLoad table only goes to 200 so in a nut shell basically this is our universe to work in, outside this range and the ecu thinks something is wrong and switches back to a default timing curve.

Quoted from MM
"The load "bandwidth" is elastic. By forcing load maximums to a greater resolution that can be effectively hit, you are changing the effective granularity of the load table in those ranges.
This makes it impossible to create linear fueling and timing tables."

Below is from the Cobb help file

Calc. Load Max
Table Description – This single-line table sets the upper maximum calculated load for the engine across the full operating RPM range.

Calculated load values achieved by the motor that are above the value indicated are locked to the value set in this table. This restricts fuel delivery and ignition timing advance. This table is used in conjunction with Calc. Load Max – Baro Comp and Calc. Load Max – IAT Comp to help determine if the ECU is calculating too much load for the given conditions. The ECU will use the product of these three tables to measure if calculated load is getting too high.

Precautions and Warnings
Other tables in the calibration affect the final calculated load value as well, so it is important to log observed calculated load values under all operating conditions before changing these values. If you do not set these values high enough on high power or forced induction applications the ECU will think it is calculating too much load and it will switch to a default ignition timing curve that is very aggressive and this can cause engine failure from detonation.

olddragger

iTrader: (3)

may be time for a stand a lone?

Rote8

My load only goes to 196% so far....

/smaller crank pulley?

wcs

iTrader: (2)

I'm steady around 193

But ....

In the winter I've hit 206!

That's right the magical 2's ... I'll be damned if I can find the log, I know I showed it to FazdaRX8

Anyways the point is I did and nothing bad happened, no rip in the space time continuum or a mobile rogue black hole

We need oltmann or someone like that to tell us if it's actually true that the car will default to some pre-determined ignition timing if the ecu reads a higher calculated load that whats given on this table.

I for one would love to just try and do it, however my car doesn't seem to have enough stuff to make it in to the +200 load

This makes me think ... all the logs I've seen from other people, all the logs I've recoded myself it is a damn rare event to see one in the +200 load.

Almost like the ecu does everything it can to keep it below 200 load.

It only takes the tiniest of boost to get over 105 load ... I'm almost considering changing the MaxCalcLoad table back to stock and going out for a run to see what happens.