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Engine, Exhaust, Transmission Discuss the FR-S | 86 | BRZ engine, exhaust and drivetrain. |
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07-16-2014, 03:07 PM | #29 | ||
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The Following User Says Thank You to Shiv@Openflash For This Useful Post: | raven1231 (07-16-2014) |
07-16-2014, 03:09 PM | #30 | |
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07-16-2014, 03:11 PM | #31 | |
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https://www.dropbox.com/sh/ikfccz30p...I8LO-jzwQrn8qa |
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The Following User Says Thank You to transition For This Useful Post: | raven1231 (07-16-2014) |
07-16-2014, 03:42 PM | #32 | |
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07-16-2014, 03:55 PM | #33 |
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07-16-2014, 04:00 PM | #34 |
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07-16-2014, 04:03 PM | #35 | |
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thought it would have needed a custom routine/patch in rom, to enable ignition cut |
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07-16-2014, 04:15 PM | #36 | |
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1) According to the run files, it looks like you guys did 2 back-to-back runs on the OFT tune (within the same minute). And in the comparison, you plotted the lower powered run. Is there a reason for this? 2) According to the run files, the Ecutek tune you plotted was the highest hp run of all the other Ecutek tunes. And it looks like it was done a good 20 minutes from from any of the other runs. So presumably, the engine was cooler and the air quality in the dyno cell better. Also, I'm not sure why the run numbers are inverted. Run 1 was the last one done according to the dynojet time stamps. And run 12 was the first. Lastly, when baseline in the OFT, you did two back to back 5th gear runs. But when tuning the Ecutek, you alternated between 4th and 5th gear runs. I'm guessing to keep the engine cooler than if doing back to back 5th gear runs. These are just some observations based upon the actual dynorun run data you were nice enough to post. Sometimes more info is better than less info. Regards, Shiv |
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07-16-2014, 04:17 PM | #37 |
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By common sense
Just logged load (g/rev) during a normal pull. And incorporated an ignition timing cut at load levels greater than that. Makes it pretty obvious when you have a wg failure. Exhaust note goes "POP". Engine doesn't. |
07-16-2014, 04:25 PM | #38 | |
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I've tried this same solution in the past on BRZEdit and ditched the idea on the basis that using calculated load to infer boost was as bad idea in general. That what the map sensor is for . |
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The Following User Says Thank You to jamesm For This Useful Post: | Fast_Freddy (07-16-2014) |
07-16-2014, 04:29 PM | #39 | |
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2) I believe the data you need to validate this is in the files? The first pull was done on OFT and didn't come from an overly 'hot' car. My car was sitting in the parking lot all day, it was brought up to temp then ran. Obviously i would have never posted the files if there was any intent to manipulate. We're open about the results and the work speaks for itself. Interpret the results as you may. Here's another one we did that got similar results a few months back. The reason ECUTeK was done on my car was the intent to go forced induction. Perhaps i should have just titled the post "Off the shelf tune vs pro tune". The intent here is not in any way to say that OFT's product is somehow inferior. You're producing a great product with very distinct differences than something like the ECUTeK. I'm sure we could have achieved very similar results with a pro tune and the OFT which i'd highly recommend for an N/A car. |
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The Following User Says Thank You to transition For This Useful Post: | raven1231 (07-16-2014) |
07-16-2014, 04:30 PM | #40 |
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And the Shiv battle begins...
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The Following User Says Thank You to Cockatoo For This Useful Post: | husker741 (07-16-2014) |
07-16-2014, 04:38 PM | #41 | |
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To the engine, all it sees is load (airflow/rev). It doesn't actually see about MAP. MAP is an load estimate. It's just an indication of the air pressure in the manifold. VVT (among other things) effect the correlation between MAP and actual engine load. So to me, engine load cuts (as opposed to MAP cuts) is the better approach. As always, your mileage may vary. |
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07-16-2014, 04:42 PM | #42 | |
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The Following User Says Thank You to Shiv@Openflash For This Useful Post: | chas3wba0 (07-16-2014) |
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