Quote:
Originally Posted by thambu19
@ KoolBRZ My car is still STOCK. Yes that sucks to hear I know. It wont stay stock for long. Fact of the matter is I did not even know that there was a way to get into the ECU until I stumbled upon this forum a month ago or so ago so I am new to this forum. I got the Tactrix because I blew my yearly budget on my M3. I think the OFT is GREAT. Simply great. I gotta wait though. The work the OFT guys have done is mindblowing but take this: OEMs spend two years calibrating something and they still cant get everything right. The OFT folks got two - three weeks to do the same. So we continue where they left off.
I forgot you were on the Phanton ESC. If you are boosted even slightly the gains you will see from 100% DI will be far more than those with NA will see because earlier with 50% PFI you were probably just short circuiting fuel into the exhaust for no reason. Short circuiting fuel is also bad for exh and CAT because the fuel dumped will burn up there causing heat and stress. But by going DI you may now see some lean-ness in the exhaust being picked up by the O2 sensor but that is okay.
Regarding AVCS or timing it is an altogether different topic and we should start a timing discussion like this PFI/DI. In short though with even a slight boost your timing should be slightly (2-5 deg) more advanced (open and close earlier) than stock timing depending on how much boost you are running. With a lot of boost it will be more advanced. I can explain why in another timing thread. |
I've done quite a lot of work in AVCS timing. I'm no expert though, just trial and error to find what drives better. The AT's are a whole other driving experience. The trans controller hasn't been cracked yet, so we AT owners have to tune to whatever trans controller wishes. It shifts when it wants to. A common issue is bogging after each shift, since they are geared much higher and have no way to slip the clutch to gain more power. Another common issue is rubber-band shifts in manual mode. I believe this is caused by the ecu's delayed reaction to the change in rpm's. It is completely solved by using the correct ratio of port injection to direct injection. @
thambu19, your table has gotten rid of most of the rubber-band shifts in manual mode, and there is no bogging after shifts in automatic mode.
How would you like to contribute to a new thread, "PI to DI ratios and AVCS timing", since they do interact and affect each other? I think you should start the thread, based on the knowledge and experience you have.