follow ft86club on our blog, twitter or facebook.
FT86CLUB
Ft86Club
Speed By Design
Register Garage Members List Calendar Search Today's Posts Mark Forums Read

Go Back   Scion FR-S Forum | Subaru BRZ Forum | Toyota 86 GT 86 Forum | AS1 Forum - FT86CLUB > Technical Topics > Software Tuning

Software Tuning Discuss all software tuning topics.


User Tag List

Reply
 
Thread Tools Search this Thread
Old 07-17-2016, 06:41 PM   #15
solidONE
Senior Member
 
solidONE's Avatar
 
Join Date: Dec 2012
Drives: FR-S Whiteout
Location: California
Posts: 2,409
Thanks: 1,482
Thanked 641 Times in 493 Posts
Mentioned: 36 Post(s)
Tagged: 0 Thread(s)
Not quite a track log, but here is one going up the canyons today. Log started after a decent pace run up and down the canyons so oil and coolant temp should be up there. I'll have to remember to change the parameters next time. It looks like I'm getting pretty consistent transient throttle flkc. Not a huge amount but consistent FLKC at throttle tip in and each time I close the throttle suddenly. Did not have the KC logged either. I may look into doing some more adjustments on the transient ignition retard tables as well after I get some more logging done with the relevant parameters. Will also check my exhaust hardware just to be sure I'm not getting this flkc from exhaust vibrations.

http://datazap.me/u/solidone/z6-kc1h...og=0&data=1-11
__________________
Intent > Content

cowardice is the mother of cruelty.
solidONE is offline   Reply With Quote
The Following User Says Thank You to solidONE For This Useful Post:
DarkSunrise (07-18-2016)
Old 07-17-2016, 09:53 PM   #16
Wayno
Senior Member
 
Wayno's Avatar
 
Join Date: Apr 2014
Drives: Toyota 86 GTS
Location: Australia
Posts: 1,101
Thanks: 446
Thanked 857 Times in 406 Posts
Mentioned: 201 Post(s)
Tagged: 0 Thread(s)
Just because it may happen at tip in doesn't necessarily mean it's due to tip in settings. More likely it's due to not enough closed loop fuel or plain old too much timing.

Also, you have to look at the very first occurrence of the knock to see what the problem is. All the repeats in that same rpm/load cell are noise.

Example (marked):
http://datazap.me/u/solidone/z6-kc1h...1711&mark=1576
Data:
- Constant load
- Constant rpm
- Closed loop
Cause:
- Too much timing
- Too lean closed loop

Here's one you would probably like to think is tip in:
http://datazap.me/u/solidone/z6-kc1h...mark=1576-7884
Data:
- 5700 rpm
- 0.75 load
- CL/OL transition
- 14.0 Commanded AFR
- -1.0 FLKC
Cause:
- Open loop, and possibly closed loop too lean. Open loop should probably be around 13 and closed around 14 then commanded would likely be more around 13.5 and that knock would be less.
- Or take some timing out of that area if you want it running around 14.0.
- Or reduce transition timers or whatever other people like to do.

You're at 14.0 COMMANDED AFR at 5700 rpm, then 0.2 seconds later at the same rpm and load you're at 13.0 which is what you actually want. Tip in enrichment is a work around when the real solution is to fix your commanded AFR by 5 to 10 points.
OR if you want to be at 14.0, just make open loop 14.0 in that column and take the timing out. Then it won't knock in both closed and open loop.


Quote:
Originally Posted by solidONE View Post
Not quite a track log, but here is one going up the canyons today. Log started after a decent pace run up and down the canyons so oil and coolant temp should be up there. I'll have to remember to change the parameters next time. It looks like I'm getting pretty consistent transient throttle flkc. Not a huge amount but consistent FLKC at throttle tip in and each time I close the throttle suddenly. Did not have the KC logged either. I may look into doing some more adjustments on the transient ignition retard tables as well after I get some more logging done with the relevant parameters. Will also check my exhaust hardware just to be sure I'm not getting this flkc from exhaust vibrations.

http://datazap.me/u/solidone/z6-kc1h...og=0&data=1-11
Wayno is offline   Reply With Quote
The Following 2 Users Say Thank You to Wayno For This Useful Post:
DarkSunrise (07-18-2016), solidONE (07-18-2016)
Old 07-18-2016, 03:13 PM   #17
solidONE
Senior Member
 
solidONE's Avatar
 
Join Date: Dec 2012
Drives: FR-S Whiteout
Location: California
Posts: 2,409
Thanks: 1,482
Thanked 641 Times in 493 Posts
Mentioned: 36 Post(s)
Tagged: 0 Thread(s)
^ You're right 14.0 is too lean, I'll have to take a look at my fuel maps. but 14.35 commanded @ 0.7 at 5700 sounds too lean. I still want to log again with the oil and coolant temps as well, cause pulling base timing I'd want to do as last resort, since I'm pretty satisfied with it under less stressful circumstance. If I can get the computer to retard timing without touching the base ignition advance. Or if making it run richer under those conditions removes or reduces the flkc, even better.
__________________
Intent > Content

cowardice is the mother of cruelty.
solidONE is offline   Reply With Quote
Old 07-18-2016, 06:48 PM   #18
Wayno
Senior Member
 
Wayno's Avatar
 
Join Date: Apr 2014
Drives: Toyota 86 GTS
Location: Australia
Posts: 1,101
Thanks: 446
Thanked 857 Times in 406 Posts
Mentioned: 201 Post(s)
Tagged: 0 Thread(s)
Quote:
Originally Posted by solidONE View Post
^ You're right 14.0 is too lean, I'll have to take a look at my fuel maps. but 14.35 commanded @ 0.7 at 5700 sounds too lean. I still want to log again with the oil and coolant temps as well, cause pulling base timing I'd want to do as last resort, since I'm pretty satisfied with it under less stressful circumstance. If I can get the computer to retard timing without touching the base ignition advance. Or if making it run richer under those conditions removes or reduces the flkc, even better.
Coolant temp never changes, and there's no logic based on oil temp. I only make people log oil temp to ensure I'm not looking at logs from straight after the car was started. That's it.

And driving through canyons is still nothing like driving on track.

You gotta stop treating that lumpy-ass timing table like it's inscribed in stone or something.

Here, this took 30min or so and has all the lumps taken out.

https://www.dropbox.com/s/1stpjmbt5z...0A01G.zip?dl=0
Wayno is offline   Reply With Quote
The Following User Says Thank You to Wayno For This Useful Post:
solidONE (07-18-2016)
Old 07-18-2016, 08:10 PM   #19
solidONE
Senior Member
 
solidONE's Avatar
 
Join Date: Dec 2012
Drives: FR-S Whiteout
Location: California
Posts: 2,409
Thanks: 1,482
Thanked 641 Times in 493 Posts
Mentioned: 36 Post(s)
Tagged: 0 Thread(s)
Quote:
Originally Posted by Wayno View Post
Coolant temp never changes, and there's no logic based on oil temp. I only make people log oil temp to ensure I'm not looking at logs from straight after the car was started. That's it.

And driving through canyons is still nothing like driving on track.

You gotta stop treating that lumpy-ass timing table like it's inscribed in stone or something.

Here, this took 30min or so and has all the lumps taken out.

https://www.dropbox.com/s/1stpjmbt5z...0A01G.zip?dl=0
I'm assuming you're talking about this lovely little lump?
http://datazap.me/u/solidone/z6-kc1h...5&mark=107-110

That WOT log was taken same day with AC on full blast BTW. I left that alone because of the location. At around 4000rpm is where the torque really builds on my setup. I want to maximize the effect at that rpm and try not to compromise if I don't have to. As far as high or extreme temp related knock corrections go, I want to try to get the computer to deal with it as much as possible so I dont sacrifice too much "normal temp" performance if at all possible. Got to preserve that faux v-tech feel lol.

Appreciate the input though. I will have a look at that file later when I get a chance.
__________________
Intent > Content

cowardice is the mother of cruelty.

Last edited by solidONE; 07-18-2016 at 08:23 PM.
solidONE is offline   Reply With Quote
Old 07-18-2016, 08:29 PM   #20
Wayno
Senior Member
 
Wayno's Avatar
 
Join Date: Apr 2014
Drives: Toyota 86 GTS
Location: Australia
Posts: 1,101
Thanks: 446
Thanked 857 Times in 406 Posts
Mentioned: 201 Post(s)
Tagged: 0 Thread(s)
No, I'm talking about the whole map as I've always done. WOT is about 5% of the whole map and the easiest to push/pull timing to.

Quote:
Originally Posted by solidONE View Post
I'm assuming you're talking about this lovely little lump?
http://datazap.me/u/solidone/z6-kc1h...5&mark=107-110

That WOT log was taken same day with AC on full blast BTW. I left that alone because of the location. At around 4000rpm is where the torque really builds on my setup. I want to maximize the effect at that rpm and try not to compromise if I don't have to. As far as high or extreme temp related knock corrections go, I want to try to get the computer to deal with it as much as possible so I dont sacrifice too much "normal temp" performance if at all possible. Got to preserve that faux v-tech feel lol.

Appreciate the input though. I will have a look at that file later when I get a chance.
Wayno is offline   Reply With Quote
The Following User Says Thank You to Wayno For This Useful Post:
solidONE (07-19-2016)
Old 07-19-2016, 02:40 AM   #21
solidONE
Senior Member
 
solidONE's Avatar
 
Join Date: Dec 2012
Drives: FR-S Whiteout
Location: California
Posts: 2,409
Thanks: 1,482
Thanked 641 Times in 493 Posts
Mentioned: 36 Post(s)
Tagged: 0 Thread(s)
Quote:
Originally Posted by Wayno View Post
No, I'm talking about the whole map as I've always done. WOT is about 5% of the whole map and the easiest to push/pull timing to.
I think I see what you are saying. On you base timing B map you have the ignition advance set up so that there is only one "peak" per row. Each row has only one highest point of advance (say @ 3600~4000rpm) where the timing build up to smoothly then reduced smoothly toward redline at the same engine load row, yes? On mine some of the rows has 2 humps, where it peaks (@ say 4000rpm), lessens a tad as the rev builds (maybe by -5* from 4000rpm), then increases a little bit ( by say 1.5*) toward redline.

I honestly don't see much of a problem with the "lump" as its does so relatively smoothly while coinciding with the cam timing I'm running. Although @ 0.5g/rev and below mine looks similar to how you have set up with it building up to a single peak smoothly then reduces smoothly toward redline. I'm curious to see how you have your current long-tube el header and any other long tube EL set up.

Edit: I will try evening out the lumps in the ignition advance tables at loads above 0.5g/rev when I get a chance and if making it run richer does not have a satisfactory effect of reducing knock corrections.
__________________
Intent > Content

cowardice is the mother of cruelty.

Last edited by solidONE; 07-19-2016 at 05:51 PM.
solidONE is offline   Reply With Quote
Old 07-23-2016, 09:30 PM   #22
solidONE
Senior Member
 
solidONE's Avatar
 
Join Date: Dec 2012
Drives: FR-S Whiteout
Location: California
Posts: 2,409
Thanks: 1,482
Thanked 641 Times in 493 Posts
Mentioned: 36 Post(s)
Tagged: 0 Thread(s)
Before making any changes, I took a "investigative" log trying to hold the engine loads between engine loads of 0.6~0.8 g/rev through the rev range. (same areas where I was seeing knock corrections in the earlier canyon log)

http://datazap.me/u/solidone/z6-kc1h...6431-6986-6981

The log was take under slightly warmer conditions than normal, not quite up to the temps you'd see on track or canyons, just to gather some information. I was getting a lot more knock correction than I expected where I didn't before @ 0.6~0.8 loads. That might help explain the amount of knock corrections in the canyon log earlier. Fuel quality may or may not have something to say about it, though afrs seems to be the leanest where I'm seeing the most knock corrections so I will start there by making it run a little richer with changes to the OL and CL fuel tables. Also included some on/off throttle toward the top of the rev range to see how much transient knock corrections i'm getting there.

CL, CL/OL transition:
http://datazap.me/u/solidone/z6-kc1h...6431-6986-6981

Open Loop:
http://datazap.me/u/solidone/z6-kc1h...6431-6986-6981

Open loop:
http://datazap.me/u/solidone/z6-kc1h...5592-5581-5595

Transient:
http://datazap.me/u/solidone/z6-kc1h...5592-5581-5595

Edit: Minor changes in the OL fuel table and CL Fueling Target comp tables. A bit conservative, but hey... I'm a conservative person.



I'll be looking at not just knock corrections, but also if my LTFT in OL operation will remain as stable they have before the changes (+- 1% LTFT). Hopefully my gas milage does not get reduced. Also the MAF IAT compensation has some very minor tweaks. Should not change anything besides idle fuel trims stability.

Edit 2: Looks like my changes to the fuel tables did not make much of a difference. CL to OL fueling is still a pretty big jump at around 0.6 loads. My OL fuel map indicates 13.8 afr with a -0.19 CL fuel target compensation, yet the commanded goes from 14.8 in closed loop then jumps to 14.0 open loop. I'd assumed that with the CL fuel target comp set at -0.19 the commanded would have been 14.2 in closed loop. I guess I have some homework to do on the CL fueling and CL/OL transistions... Any advice on this @Kodename47 @Wayno?

http://datazap.me/u/solidone/z6-kc1i...mark=1574-1575
__________________
Intent > Content

cowardice is the mother of cruelty.

Last edited by solidONE; 07-25-2016 at 07:59 PM.
solidONE is offline   Reply With Quote
The Following User Says Thank You to solidONE For This Useful Post:
DarkSunrise (07-23-2016)
Old 07-26-2016, 05:28 AM   #23
Kodename47
Senior Member
 
Kodename47's Avatar
 
Join Date: Oct 2012
Drives: UK GT86
Location: UK
Posts: 2,864
Thanks: 177
Thanked 1,468 Times in 1,021 Posts
Mentioned: 135 Post(s)
Tagged: 1 Thread(s)
Steps to try:
Minimise the CL > OL delays and check all transitional settings
Maybe increase the switch over point to OL on the OL map. It's set to 14.0 as standard, maybe set it to drop into OL at 14.25 if your MAF is well scaled.
I also match my CL map to my OL one, personal preference so that the transitions are smooth.
__________________
.: Stealth 86 :.
Abbey Motorsport/K47 Tuned Sprintex 210 Supercharger

Litchfield Springs / Abbey MS Geo
Kodename47 is offline   Reply With Quote
The Following User Says Thank You to Kodename47 For This Useful Post:
solidONE (07-26-2016)
Old 07-26-2016, 11:21 AM   #24
solidONE
Senior Member
 
solidONE's Avatar
 
Join Date: Dec 2012
Drives: FR-S Whiteout
Location: California
Posts: 2,409
Thanks: 1,482
Thanked 641 Times in 493 Posts
Mentioned: 36 Post(s)
Tagged: 0 Thread(s)
Quote:
Originally Posted by Kodename47 View Post
Steps to try:
Minimise the CL > OL delays and check all transitional settings
Maybe increase the switch over point to OL on the OL map. It's set to 14.0 as standard, maybe set it to drop into OL at 14.25 if your MAF is well scaled.
I also match my CL map to my OL one, personal preference so that the transitions are smooth.
This is really good to know going forward with adjustments. Thank you! The main thing I'm trying to do is to make it run a little richer and a little less timing between 0.6~0.7 loads while it's in CL.

Edit: @Kodename47 I did as you suggested, dropping the Minimum afr from 14.0 to 14.25 along with subtracting from the CL fueling compensation at .6~.7 load columns and got the desired effect. Still can use a tiny bit of adjustment to make the transition a bit smoother. I also found that my afr from MAFv 3.0~3.3v is riding right on top of the commanded AFR in OL instead of right below it, the way I like. not a huge deal, but I enjoy being a bit OCD on my own stuff. lol I may also shave off the top of the ignition advance at those loads and trade off some part throttle pep for more knock resistance.

Results switching from 14.5 to 14.0 as opposed to 14.8 to 14.0 previously: http://datazap.me/u/solidone/z7-kc1i...1559-1656-1515

After a few more adjustments I will wring it out on the canyons to see if it looks any better than the initial log.

edit 2: After some more adjustment in the same .60 .70 rows on the Cl fuel compensation tables I was able to get it to run as rich as 14.0 (14.35 Commanded) before switching over to OL. Bad thing is that after the adjustment I'm now seeing 2.34% LTFT under OL operation which is the most LTFT I've see before the adjustments (no more than +-1% previously in OL typically runs at 0%). The flash is still relatively fresh, so I'll keep running it keeping an eye on the fuel trims in open loop.

http://datazap.me/u/solidone/z7-kc1i...1410&mark=1303

WOT pull: http://datazap.me/u/solidone/z7-kc1i...3-1337-199-120

Another thing thing noted was some somewhat consistent KC that happens at 0.5~0.7 loads between 3400~4200 RPMs or so. I've shaved a considerable amount of ignition advance in the same areas (the peaks or 'lumps' in the ignition advance base map) but it seems to have little to no effect on reducing this. Though, as I've said, the flash is relatively fresh. Will keep a eye on that, but it's possibly 'false knock'.

http://datazap.me/u/solidone/z7-kc1i...zoom=3833-4986

Edit 3: LTFT in OL is already up to +-3% vs +- 1% before modifying the CL fueling... back to the drawing board. Not sure exactly why the previous settings made the LTFT so stable, but become so out of whack now, @Kodename47 ? A/F learning tables were untouched.

http://datazap.me/u/solidone/z7-kc1i...1584&mark=1021

Edit 4: I decided to take a different approach to try to bring back the OL LTFT back to within +-1%. Instead of making it run richer in CL (which seems to throw my OL LTFT off a tad) I reduced the values in a couple of the CL to OL transistion delay tables, which was one of the suggestions made earlier but I did not apply. Transition delay period is now set to 35, and transition rpm in 2/3/4 gears set to 3200rpm. I'm hoping this will richen up the 0.6~0.8 load areas where it was running leaner than 14.0afrs at and above 3200rpms.

1st log: http://datazap.me/u/solidone/z7-kc1i...zoom=1537-1768

Seems to be doing what I intended it to do pretty well (keep AFR richer than 14.0 at around 0.6 loads above 3200rpm). I'll have to see if I'll stick with these settings since I believe my fuel mileage will suffer. I will run the car like this for at least 100 miles or more just to see if the LTFT is more stable this way than with the previous adjustments to the CL fueling. Although the main goal is still to reduce knock corrections at those loads. If not then I'd probably leave it the way it is and let the computer do it's thing dialing the timing back.
__________________
Intent > Content

cowardice is the mother of cruelty.

Last edited by solidONE; 08-01-2016 at 02:03 AM.
solidONE is offline   Reply With Quote
Old 08-01-2016, 08:10 PM   #25
solidONE
Senior Member
 
solidONE's Avatar
 
Join Date: Dec 2012
Drives: FR-S Whiteout
Location: California
Posts: 2,409
Thanks: 1,482
Thanked 641 Times in 493 Posts
Mentioned: 36 Post(s)
Tagged: 0 Thread(s)
Went back up to the canyons in low-mid 90's*f ambient temps. Looks like the changes made some minor improvements, but did not eliminate knock corrections completely. A lot of information to digest. Oil temps got up to as high as 266*f in the logs, so it's pretty close to the kind of heat seen during a run session on track. (really need to get me an oil cooler) LTFT in OL was at +2.34%. Not too happy about that either, though it's much better then getting fuel trimmed back in OL. The first log also had LTFT as high as +3.12%, so it not any worse.

Uphill 2nd~3rd gear: http://datazap.me/u/solidone/z7-kc1i...-352-2040-6659

Downhill in 3rd gear: http://datazap.me/u/solidone/z7-kc1i...=1&data=1-5-11

3rd~4th gear higher speed road with AC on full blast: http://datazap.me/u/solidone/z7-kc1i...=0&data=1-5-10

Comparing the IAT's from the initial canyon log (80's *f) and these higher temp logs (+100 *f) it would appear that my IAT compensation may have something to say about the amount of knock corrections I was seeing. I have the compensation set at -2.11 @ 104*f and just -0.7 @ 86*f. While the IAT may have a 20*f difference, the oil temps were probably not much lower in the initial log. From experience it would seem knock corrections have more of a correlation to oil temps than intake air temps. Coolant temps did climb up to nearly 200*f while I was running it hard then dropped down to 192*f after I slowed to normal commuting pace, save for when the car was idling at a standstill where the coolant temps climbs back up.

Log with coolant temps recorded (3~4th gear high speed run): http://datazap.me/u/solidone/z7-kc1i...2019-4793-7936

Edit: Reducing and flattening base timing B advance (as 'ol Wayno suggested, making the peaks less pronounced *flattening for less "lumpiness") at 0.6 load had little to no effect on the amount of FBKC I'm seeing while trying to hold it at steady loads.


Difference between older (Z6KC1h) ignition advance and new (Z7KC1i):


Previous log: http://datazap.me/u/solidone/z6-kc1h...6431-6986-6981

Similar log with reduced and smoothed ignition advance table at 0.5~0.6 loads: http://datazap.me/u/solidone/z7-kc1i...=2&data=1-5-12

My best guess is that the FBKC is cause by valvetrain noise at those loads and not actual knock.
__________________
Intent > Content

cowardice is the mother of cruelty.

Last edited by solidONE; 08-10-2016 at 10:44 PM.
solidONE is offline   Reply With Quote
Old 09-10-2016, 09:16 PM   #26
DarkSunrise
Senior Member
 
DarkSunrise's Avatar
 
Join Date: Apr 2012
Drives: 13 FR-S
Location: USA
Posts: 4,999
Thanks: 1,298
Thanked 3,316 Times in 1,766 Posts
Mentioned: 42 Post(s)
Tagged: 2 Thread(s)
Quick update on my track logs. Just came back from a hot & humid track day. Good news is it appears I was able to substantially reduce the FBKC in my track logs using the transient ignition retard table. I had been seeing -3 to -5 degrees FBKC in the logs around 5600-6400 RPM at loads of 0.5 - 0.7 g/rev. I took out around -1 to -4 degrees from the transient ignition retard table in those areas and that helped immensely. So yeah that TIR table is pretty important (at least it was in reducing FBKC in my case).

Still seeing slight FBKC and FLKC in certain areas but given how hot it was today (95-100 F), I'm encouraged that my tweaks seem to be helping. Link to data logs below:

http://datazap.me/u/darksunrise/2076...=1&data=1-4-11

@solidONE - sorry looks like I missed your post above. I'll try to take a look at it after this track weekend but I've also found that there isn't much correlation between knock corrections and 86/104 F IAT's.
__________________
Build Page
"I love this car. I think we wimped out when we didn't name it Best Driver's Car." -Randy Pobst on the BRZ
DarkSunrise is offline   Reply With Quote
The Following User Says Thank You to DarkSunrise For This Useful Post:
solidONE (09-10-2016)
Old 06-22-2017, 10:08 PM   #27
solidONE
Senior Member
 
solidONE's Avatar
 
Join Date: Dec 2012
Drives: FR-S Whiteout
Location: California
Posts: 2,409
Thanks: 1,482
Thanked 641 Times in 493 Posts
Mentioned: 36 Post(s)
Tagged: 0 Thread(s)
Since the temp have been spiking up I decided to check how my car does against the high temps, air conditioning and fan on full blast going up and down the side of the Glendora mountains.

http://datazap.me/u/solidone/gmr-6-2...-720-6035-2800

No oil cooler and about 5K miles on this 0w-20 oil since winter. a lot of small flkc, and as much as -2* KC at the .60-.70 load range at various RPMs. What do you think? I've been using this tune for almost a year. Considering a small oil/air cooler soon along with flex fuel. I'll try to replicate condition of this log if I manage to get it install before summer's end with all else the same (hot, humid, up the side of the mountain) except for oil temps.
__________________
Intent > Content

cowardice is the mother of cruelty.
solidONE is offline   Reply With Quote
Old 07-06-2017, 01:01 AM   #28
DarkSunrise
Senior Member
 
DarkSunrise's Avatar
 
Join Date: Apr 2012
Drives: 13 FR-S
Location: USA
Posts: 4,999
Thanks: 1,298
Thanked 3,316 Times in 1,766 Posts
Mentioned: 42 Post(s)
Tagged: 2 Thread(s)
Quote:
Originally Posted by solidONE View Post
Since the temp have been spiking up I decided to check how my car does against the high temps, air conditioning and fan on full blast going up and down the side of the Glendora mountains.

http://datazap.me/u/solidone/gmr-6-2...-720-6035-2800

No oil cooler and about 5K miles on this 0w-20 oil since winter. a lot of small flkc, and as much as -2* KC at the .60-.70 load range at various RPMs. What do you think? I've been using this tune for almost a year. Considering a small oil/air cooler soon along with flex fuel. I'll try to replicate condition of this log if I manage to get it install before summer's end with all else the same (hot, humid, up the side of the mountain) except for oil temps.
I think the log looks good other than the -1.41 to -2.81* KC in the 0.55-0.77 load range you mentioned. Not a huge deal since your FLKC looks minimal but it's significant enough KC that I'd work to reduce it if it was me.

BTW your oil temps were getting up there for street driving! If you're thinking about a small air/oil cooler, I'm using the Perrin cooler (13 row Setrab core) and my max oil temps at the track are 245* F in 95 degree weather. It's hotter than I'd prefer (and oil pressure is borderline at those temps even with 5w30 oil), but on the flipside it doesn't overcool on the street with a small blockoff plate. I think it's a decent compromise.
__________________
Build Page
"I love this car. I think we wimped out when we didn't name it Best Driver's Car." -Randy Pobst on the BRZ
DarkSunrise is offline   Reply With Quote
The Following User Says Thank You to DarkSunrise For This Useful Post:
solidONE (07-06-2017)
 
Reply

Thread Tools Search this Thread
Search this Thread:

Advanced Search

Posting Rules
You may not post new threads
You may not post replies
You may not post attachments
You may not edit your posts

BB code is On
Smilies are On
[IMG] code is On
HTML code is Off

Forum Jump

Similar Threads
Thread Thread Starter Forum Replies Last Post
Data Logs! Post them here. feldy Software Tuning 1881 11-09-2019 05:31 AM
[OFT] Interest in Data Logs vs. GTA Fuel Grades drewbot CANADA 5 11-11-2014 10:50 AM
Anyone help interpreting data logs? cuddefred Engine, Exhaust, Transmission 8 10-11-2013 06:30 PM
Interpreting Ecutek Data Logs? cuddefred Software Tuning 3 09-02-2013 12:55 PM
VIR - Impressions/Pics/Logs/Video (Track Daze) swift996 Tracking / Autocross / HPDE / Drifting 39 08-30-2013 09:21 AM


All times are GMT -4. The time now is 03:34 AM.


Powered by vBulletin® Version 3.8.4
Copyright ©2000 - 2019, Jelsoft Enterprises Ltd.
Garage vBulletin Plugins by Drive Thru Online, Inc.