07-09-2012, 09:09 AM | #127 |
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Did my first raw logs this weekend using PCAN Link and PCAN to USB adapter.
Got lots of MB of data to go through now. Thank god for Excel.
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07-09-2012, 09:42 AM | #128 | |
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07-09-2012, 05:24 PM | #129 |
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Awesome work guys!
Couple questions: 1. Can knock be datalogged yet? 2. Any ideas if closed loop mode is MAF-only or MAF-speed density combo? 3. No sh*t, the FA20 has a wideband? George, I'm looking forward to you finding a way to datalog that. To my wee-little simple mind, that torque dip looks like a result of the timing drop, which we expect (and typically tune for via knock data) at max torque before increasing again on the way to HP peak, but given cam phasing, has anyone looked at the MAF vs. RPM vs. Load data across a WOT pull (dyno or track)? I think someone had already alluded to it that intake harmonics could play havoc with MAF readings, but without being able to increase timing safely with knock data for reference, it would be hard to know for sure.
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07-09-2012, 07:50 PM | #130 | |||
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[quote=SprayedBigCube;304832]Awesome work guys!
Couple questions: No access to SSM's as of now with EvoScan, however the EcuTek logger will log Knock... Quote:
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07-09-2012, 07:59 PM | #131 | |
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[quote=jedibow;305075]
Quote:
Or something...
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07-09-2012, 09:49 PM | #132 |
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The dip is due to poor VE there. Keep in mind I'm tuning a full stand-alone Hydra EMS in speed density so MAF is not part of my equation. While intake cam and exhaust cam tuning, along with other strategies minimize the dip, it's still there.
I have tuned other high output NA engines that use variable cam tuning and high lift cams so I've dealt with this before. From everything I've learned so far this engine has an aggressive exhaust cam that uses cam timing down low to keep it EPA friendly/fuel efficient. Even when cam timing is changed on both intake and exhaust its just not enough to elevate the torque dip entirely. I suspect the cams centerline could be tweaked to correct some of this but at the expense of peak power. Thanks, Phil Grabow |
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07-09-2012, 09:54 PM | #133 | |
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Quote:
For clarification I meant decrease cam overlap, sorry that was not clear...
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Last edited by jedibow; 07-09-2012 at 10:05 PM. |
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07-09-2012, 09:57 PM | #134 |
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Volumetric Efficiency = cylinder filling. It is a gap in the pipe tuning that is reducing the VE there. You see it with bike flat spots, too.
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07-09-2012, 10:30 PM | #135 |
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The 2GR-FSE is the same way. You have a bump in torque and then as the cam phasing decreases with higher rpm you get a torque dip. The ignition timing changes are less pronounced than in the FA20. All this happens after the port injectors turn off. Start of injection for the GDI system is around 310 BTDC for that engine as the torque drops down.
It looks like nobody has figured out the injection timing yet on the FA20. |
07-09-2012, 10:37 PM | #136 |
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Can someone get some reasonably close intake runner lengths, btw?
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07-09-2012, 10:40 PM | #137 | |
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G Do I have any volunteers to help with the clutch Job???? |
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07-09-2012, 11:32 PM | #138 | |
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Agreed. I wonder how much wiggle room there is from the EPA friendly exhaust timing that could be recovered. Toyota must have really yanked on it alot to create a large lobe separation angle for little to negative overlap.
I assume if you're tuning in speed density, you've either got a real VE table or god forbid (as GM has recently done with Gen IV ECUs) an inferred (from parameters) VE table. How bad are the midrange VE numbers looking? Can you post a screen shot? Also, I would assume the FA20 MAF is common to other Subaru or Toyota engines. What's the range and how far thru the range does the stock power put it (or how close to maxed out is it?). Quote:
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07-09-2012, 11:34 PM | #139 |
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If you're anywhere between Pensacola and Panama City Beach, I'll help.
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FRS bone stock. Camaro SS LSA forged, stroked, ported, nitrous plate w/standalone, dyno tuned old stock cube numbers: NA-473/437, N20-585/626 at the wheels, 3.90 RPM diff, ACT twin-disk clutch, 18x10 F14's w/NT05R 305/45's, and other supporting mods.
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07-09-2012, 11:35 PM | #140 | |
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