OpenFlash Tuning Tech: Nip that Dip

[kombatlion]

Is there any dyno sheets for this? I mean more than one car and one dyno around? I will like to see some numbers on paper!

[Shiv@Openflash]

Originally Posted by mtsui

how many of you guys is running this??

There is a few hundred FA20 OFT users at this time. Most of them in the US but plenty overseas now that we are supporting ROW cars.

PS. I raced a CRX several years ago at the very first 24hrs of Lemons at Altamont Speedway. Fun!!! Until I got T-boned by a out of control GTI.

Shiv

[mtsui]

I used your procede for my 135i before, it was nice and smooth! that's why im thinking to get it from you again.
just a quick question, is the map tuning for 91 gas? if not, will there be one? how soon?
thanks
Nick

[jeebus]

Originally Posted by mtsui

I used your procede for my 135i before, it was nice and smooth! that's why im thinking to get it from you again.
just a quick question, is the map tuning for 91 gas? if not, will there be one? how soon?
thanks
Nick

The OTS tune is safe on 91...but may yield a tad more power on 93.

[mtsui]

There is just no 93 in my area... Too bad

[jeebus]

Originally Posted by mtsui

There is just no 93 in my area... Too bad

same here. don't worry about it.

[fstlane]

Originally Posted by mtsui

There is just no 93 in my area... Too bad

There's no 93 in Las Vegas either. However, there are a bunch of stations that have unleaded 100 octane at the fuel pumps. I just blend 3 gallons of that when I fill up with 91 for an net octane rating around 93.
http://www.rockettbrand.com/download...Chart%2091.pdf

[mike the snake]

I ran your Procede tune on my BMW 135i, and loved every minute of it for 2 years!
I decided to go with the Hydra system for my BRZ though because I'm also running methanol injection.

I raced the 24 hours of Lemons at Thunderhill a few years ago in a Ford Escort GT. We placed something like 17th out of 175 cars!

That was a LOT of fun!

Originally Posted by shiv@vishnu

There is a few hundred FA20 OFT users at this time. Most of them in the US but plenty overseas now that we are supporting ROW cars.

PS. I raced a CRX several years ago at the very first 24hrs of Lemons at Altamont Speedway. Fun!!! Until I got T-boned by a out of control GTI.

Shiv

[Bongertz]

we have 100 octane gas here, is this good? and can i flash it back to stock during dealer checkups?

[Shiv@Openflash]

Originally Posted by Bongertz

we have 100 octane gas here, is this good? and can i flash it back to stock during dealer checkups?

I'm guessing your 100oct is RON rating which would be similar to the 94oct we get here in the US. And that is good. And yes, you can flash back to stock easily and quickly when needed using the OFT

[thambu19]

@shiv@vishnu I see that you have reduced overlap significantly at part to mid load areas between 2K and 3.6K but have not pulled back on timing. Usually making that cam change on the Exhaust timing should increase flame speed and cause knock.
The drop in torque between 3-4K is fixable with shortening exhaust scavenging length or thickening the header diameters. Basically we are then moving the scavenging to a later rpm.
On a different note if anyone is simply interested in performance and engine response and not in FE it would be a good idea to start phasing towards WOT cams early. The OEMs tend to minimize pumping loses using cams at low loads by raising the MAP as soon as they possibly can. This helps FE at cost of combustion stability. But once they run out of MAP authority (throttle is ineffective from this point onwards) the OEMs start using the cams to control load by phasing the cams towards WOT cams (WOT cams have highest VE/filling). So if one just cares about throttle response and nothing else it is better to start phasing towards WOT cams earlier at a lower load thereby controlling the load via throttle and not Cams. But doing so means we have to cut back on timing since combustion tends to speed up.
One thing that really caught me by surprise is that you had changed the WOT cams at peak power speeds and found some benefit doing so. I am saying this because at peak power all OEMs try to maximise power and nothing is left on the table except spark timing which they will have to air on the cautious side a bit. So to have moved the cams and having found some benefit surprises me. I am hoping the benefit came from cams and not just from spark timing for 93 Oct fuel.

[thambu19]

The only reason I can think of for leaving the cams where they are is because Subaru did not want to phase the cam at peak power for some reason and chose it was better to leave them at their lock pin position/end stop. I would not know why one would do that but seems like the only reason I can think of.

[thambu19]

@shiv@vishnu As I go over the changes one question come up time and again. When the Open loop fueling was changed, did you use an exhaust and CAT thermocouple to make sure they were consistently below 900C and 950C respectively? I believe that is the max Steady State allowable limit to most systems. I see that the Stage 1 tune is much leaner than Stock tune at high speeds.
Asking this because I just had a failed CAT at work due to a couple of overtemping incidents during the process of calibrating the engine's thermal model

[tracerit]

How involved would it be to restore these settings back to stock? I have a Perrin Cai and at 4k the rasp is insanely loud. Do I just switch over the stock vvt intake and exhaust numbers over the modified numbers in the ots maps? I have modified my maf scale and am also on e85 as well (but will most likely be giinf back to 91 gas soon)