I have been doing some runs at a secret location in order to understand how my car is running after all the changes I have made in the last month.

I currently have these changes:
- R Flash
- Hot Plugs
- REVi only (no ram air yet)
- No CZ, just stock ECU

I did 4 runs last night in order to find some consistency in the way my car runs. I'm looking for a consistent pattern, so I know where to make adjustments later when I put back my CZ with maps of my own from scratch. I noticed that the consistent patterns only show up above 5800 RPM (2900 in my chart); where the close-loop seems to occur for both 2nd and 3rd gears.

I did half-RPM for my data to have easier reference when I'm plotting my CZ map. So in my chart below, you will see 2900 - 4500 RPM range.

The chart attached will contain Air Flow, Intake Temp, Ignition Advance, AFR, and Speed plotted along the half-RPM x-axis.

...I will update this thread after I install my Ram Air tonight as well as when my CZ and new map has been loaded. Please throw in your suggestions to this subject as I am relatively new to tuning my car. This might become a good reference in the future as an alternative approach to tuning your own CZ map with all the new flashes and mods that come by.

 

wow. looks like the new flashes are running leaner in open-loop than they used to.

 

Yeah, I noticed that also. My CZ is out right now cause I going in for the 30K and flash. Time to tuine all over again.

IS your CZ still on half-rpm? Is this sCANalyser or CANScan data logs?

 

Sorry, these are CANscan logs. I'm using Canzoomer version CANscan. Yes, my CZ is half-RPM. If it matters at all, I currently have 20,000 miles on my car.

 

Has anyone documented differences between the CZ CANScan and the regular CANScan?

 

^ CZ CANscan was capable of higher bitrate compared to regular. Now, I think they are even with the new CANscan running on USB.

 

It appears that the standard one was reading lower AFR than the CZ version. That's the whole controversy brewing in another thread. I ordered the newer chip for mine, but never got around to install it because I took delivery of my sCANalyser. I have since sold my CANScan and the newer chip.

A forum member I know had the newer CZ chip, and it was reading about .6 or so points leaner than mine.

 

I wonder if that was why mine was reader richer than his, because it did not sample fast enough?

 

I doubt the bitrate could affect the readings. The signal received from the CANscan box will be the same either way, only the rate of receiving it will differ. Regardless, the ultimate output calculation happens on the software level. I am having issues with my software right now. If I keep the throttle at a constant, except in open loop, the AFR starts reading raw unconverted number somewhere around 0.1 to 1.5 instead of 14.6 or so.

 

Note: Ambient temperature last night was a disappointment, 65 - 67 degrees. All my recent runs were done at 76 degrees. So, the cooler ambient temp might skew my data logs when compared to the pre-ram air ones.

Attachment 1 is a mix of 5 runs that I did after installing my REVi Ram Air / CAI unit.
Attachment 2 is a side by side comparison of my pre-ram air runs.

As you can see, my Ram Air runs provided a little richer but more consistent AFR. I'm hoping for 76 degrees tonight to make another set of runs.

As for impressions on the Ram Air, I would say that the mean sound is gone and butt-dyno doesn't feel any increase in power.

more to come...

 

Why would the ram-air provide a richer AFR? Isnt more air getting to the engine? Is the PCM actually detecting the increase in air and over compensating? Any ideas?

 

Here are the results from brillo's car. This is the a/f ratio wide open in 2nd gear. The car does have the REVi intake and ram air duct.

 

actually, that looks to be about the same as my car after every flash since K

 

can you put all the maf's on one graph? ... just eyeballing it it looks like the same airflow is going in the engine with and without the ram air

 

If the runs were done in 1st or 2nd gear, that is probably the case. The ram air benefit won't kick in until higher speeds. Even then it would be the most benefical at lighter loads and rpms such as for cruising but top end should improve somewhat as well. Don't expect miracles or drastic changes from it.

 

^ It's all second gear (one in 3rd actually). You can see that I included the MPH graph to give a clue what gear I was running.

 

I logged my drive to work today and this is what I got:



Notes for the chart:
- You can see there's a thick group of plots between 3000 and 4000 RPM. That's where I keep my tach most of the time while driving.
- Notice how the Ignition Advance is so uniformed between 1000 to 4000+ RPM? Only in the sweet spot (3K - 4K) is where maximum advance of 44 is consistently thrown in. Anywhere else is below 44.
- Above 6000 RPM, everything gets so rich. The richest point is around 0.75 lambda (around 11.0:1 AFR). At the same range, you will also see the ignition advance maxing out at 30 for the most part.

My question for the experts is: How would it affect the power or safety if I run the ignition advance above 30 in the open-loop area? Like say 35?

I'd like to notch up the high rpms to 0.90 lambda, maybe even 0.93. I'm planning to do ignition advance first and then airflow adjustment. That way, I am tuning for the maximum fuel pumped in, before removing fuel as opposed to the previous tuning process of taking away fuel and then increasing advance. Can you tell me what to watch out for or if this is even a bad idea?