PTUNING Turbo Kit Owners Topic

[sw20kosh]

Originally Posted by Deadpool_25

Thanks buddy32. However, I've read through this thread a few times (and am reading again as you suggested) but I'm not really seeing an excellent solution.

@sw20kosh and @mkivsoopra look to be using the same 25 row setrab which seems to be doing a good job in 75 degree ambient, but is still untested in 100+ degrees. I suspect it will be sufficient at those temps, but there is still the issue of it overcooling for street use.

"This oil cooler is overkill for anything but turbocharged hot summer track days. It literally has to be disconnected or blocked for regular daily driving." - sw20kosh

"It is way overkill for street though. I actually have it disconnected now, otherwise I'll be seeing 150F while cruising on the freeway. This is WITH a thermostatic sandwich plate." - mkivsoopra

I'd like something that will suit all my needs:
- daily use during normal driving
- daily use during spirited driving
- occasional canyon runs
- occasional track days in "normal" weather
- occasional track days in omgwtfhot weather (100-115F)

I'm aware though that it's sometimes tough to find a perfect solution in this hobby.


I think the PTuning oil cooler may be the best answer, as it seems to be able to handle the first four of those just fine, and will still allow a little fun even during the last one. Or maybe I'll just skip track days in AZ summers and head out to San Diego and hang out on the beach.

Thanks,
Kevin

No the Ptuning cooler won't work for track unless you want to limit your sessions to 3-4 laps. We've witnessed it first hand here on CA tracks in "normal" weather. Not only does it not cool the oil enough during hot laps but it also raises the coolant temps with it.

[Deadpool_25]

Originally Posted by sw20kosh

No the Ptuning cooler won't work for track unless you want to limit your sessions to 3-4 laps. We've witnessed it first hand here on CA tracks in "normal" weather. Not only does it not cool the oil enough during hot laps but it also raises the coolant temps with it.

Ah okay. Thank you very much. I will eliminate it from my consideration. I will talk with the shop and see what we decide on. My guess is we end up doing something custom.

[sw20kosh]

Originally Posted by Deadpool_25

Ah okay. Thank you very much. I will eliminate it from my consideration. I will talk with the shop and see what we decide on. My guess is we end up doing something custom.

20 row or 15 row series 9 setrab

[Deadpool_25]

I have a question about some of the dyno graphs. If this is true:


"The formula for figuring HP is TQ x RPM / 5252. So HP is a function of engine TQ and is directly related to RPM. As you can see from the formula, HP will always be lower than TQ below 5252 RPM's and above TQ at over 5252 RPM's." - https://www.amsperformance.com/resou...-tq-dyno-chart


How come some of the charts don't cross at 5252? Just curious what causes it to be different sometimes.

[mkivsoopra]

Originally Posted by Deadpool_25

I have a question about some of the dyno graphs. If this is true:


"The formula for figuring HP is TQ x RPM / 5252. So HP is a function of engine TQ and is directly related to RPM. As you can see from the formula, HP will always be lower than TQ below 5252 RPM's and above TQ at over 5252 RPM's." - https://www.amsperformance.com/resou...-tq-dyno-chart


How come some of the charts don't cross at 5252? Just curious what causes it to be different sometimes.

HP and torque will always have equal values at 5252, but if they don't visually cross at 5252 on the graph, that just means the HP/torque axis scaling is different. (or someone is using photoshop)

[sw20kosh]

Originally Posted by Deadpool_25

I have a question about some of the dyno graphs. If this is true:


"The formula for figuring HP is TQ x RPM / 5252. So HP is a function of engine TQ and is directly related to RPM. As you can see from the formula, HP will always be lower than TQ below 5252 RPM's and above TQ at over 5252 RPM's." - https://www.amsperformance.com/resou...-tq-dyno-chart


How come some of the charts don't cross at 5252? Just curious what causes it to be different sometimes.

If the left and right Y-axis of the graph don't line up, then hp and tq wont cross at the same rpm.

[Deadpool_25]

Ah. Obviously. Yup, thanks guys.

[MooKz]

Quick question guys.. I'm wrapping up the install of my turbo kit tonight.. is the basemap preloaded on the supplied usb flash drive or do I have to get the file from PTuning?

[Martyr03]

Originally Posted by MooKz

Quick question guys.. I'm wrapping up the install of my turbo kit tonight.. is the basemap preloaded on the supplied usb flash drive or do I have to get the file from PTuning?

you have to get it from ptuning.

[kanundrum]

Originally Posted by MooKz

Quick question guys.. I'm wrapping up the install of my turbo kit tonight.. is the basemap preloaded on the supplied usb flash drive or do I have to get the file from PTuning?

They should be open in a little bit I would give them a call as that is the fastest way to get a hold of them

[King Tut]

Dat PTUNING low turbo lifestyle bro:

[Raven604]

Originally Posted by King Tut

Dat PTUNING low turbo lifestyle bro:

Wrong car

[Ken@PTuning]

Originally Posted by Deadpool_25

I have a question about some of the dyno graphs. If this is true:


"The formula for figuring HP is TQ x RPM / 5252. So HP is a function of engine TQ and is directly related to RPM. As you can see from the formula, HP will always be lower than TQ below 5252 RPM's and above TQ at over 5252 RPM's." - https://www.amsperformance.com/resou...-tq-dyno-chart


How come some of the charts don't cross at 5252? Just curious what causes it to be different sometimes.

It comes down to exactly how we measure engine RPM on the dyno at the time of tuning. We have 3 ways to measure engine RPM: ignition signal, tachometer signal, or road speed.

Usually, we use road speed as it is the quickest/easiest way to do it but its not the most accurate. Just like how the vehicle measures road speed at an axle, we measure RPM by using a ratio of MPH/RPM. The problem is that the tires like to expand at higher torque numbers so the MPH/RPM ratio changes. This isn't a problem because the HP/torque is measured independently of the RPM reading but can make tuning irritating because we have to figure out where we are relatively in the RPM range. We always end the pull at redline so the end point is always a known RPM but the entire scale may be off.

For a cleaner reading, we can take a reading directly from the ECU's tachometer output wire. This lets us plot the true RPM and is the most accurate. Depending on the vehicle, this is the hardest source to get as normally we have to T-tap directly into factory wiring. Worse yet, the FR-S doesn't have a tachometer signal wire! We have to use a patch harness to connect to a pin that exists on the ECU, likely there for development and R&D purposes. We'll normally do this on high HP builds (turbo, SC, etc). The third way is to use an inductive clamp like a timing light, but getting to the ignition coil wires is not the easiest thing (no space).

[Darryljr11]

Originally Posted by sw20kosh

No the Ptuning cooler won't work for track unless you want to limit your sessions to 3-4 laps. We've witnessed it first hand here on CA tracks in "normal" weather. Not only does it not cool the oil enough during hot laps but it also raises the coolant temps with it.

So would you recommend an oil cooler for my oil cooler so i can cool while im cooling?