I hope you guys don't mind me posting this here but the XB2 FI section is soooo dead and we do share the same engine.

The turbo setup started out as a CX Racing kit but it's mostly custom now. The CXR kit was decent except for the thin gauge 304 manifold that cracked within a few months. I've replaced the manifold, intake, DP, WG, turbo, etc. Management is by 440cc DW injectors and a Split Second Enricher, nothing else. Exhaust is custom mandrel bent 2.5". Turbo is a Precision 5031E 50 trim. Trans is auto.

Dyno results at 5-6 psi:






AFR's are from the dyno shop's sniffer and I don't know why the first result is so lean. My AEM UEGO reads very close to the AFRs in run #2 (green) all the time.

 

Why is it showing flywheel power on a chassis dyno? Other than that, thats pretty damn good for bein on stock ecu

 

I think it refers to the power measured at the Dynapack flywheels. As long as tcf = 1.0 there is no correction added.

Thanks, this is the best tune I've had yet. It drives just like stock in every way but with an extra ~100whp & tq.

 

Brett....

How can you honestly say this is the best tune you have had yet. Those AFR's are all over the place..... Any real tune would hold a solid afr within a tenth of a point when in boost.

Your peak torque occurs at 3800.....WTF are you serious. The curve dives horribly after that...... I have seen other autos and none of them look like that. That and for the size of the turbo you have and the boost level you are achieving this should hold a steady torque number across the board.

Stock has a better torque curve.

 

Don...

It's a DD and since I spend the vast majority of my time DD, this is by far the best tune I've had yet for DD. I believe it made better power at WOT with the X1 but it's very important to me that the transmission shifts and I also like the protection of a functioning rev-limiter.

As for the AFRs, this is the first time I've been dynoed there. All I can tell you is that the AFRs I'm seeing on my s-pipe mounted UEGO don't fluctuate nearly as much as the tail-pipe sniffer the dyno shop used. Don't some dynos have a smoothing function for the AFR to make the curve look flatter? No smoothing was applied here.

Any ideas about the TQ curve? I've never seen Dynapack results for any 2AZ-FE before. What should I try next? The only PnP EMU left for me is the Unichip. I'd have to hack into my oem wiring harness to run anything else and I've spent thousands to avoid that so far.

So if this is horrible, please tell me how to make it better. TIA.

 

stock 07 tc



07 tc 11psi on an unfinished tune



07 tc 8-9psi on an inground dyno (self tuned and finished)

 

I wouldnt refer to a dyno reading from a dyna pack as fly wheel power exactly...your still going through the transmission and axles. your taking away the variables of overall wheel size, traction, and rotational weight of the wheels. Id call it power at the axles, thats just me though.

 

you need a management

 

I think alot of people thinking the numbers are off is due to the bad scaling on his graphs, if you notice tq drops off about 35 tq from peak to redline, this is about the same as most other low boost dyno's ive seen, i think it just looks weird because of the cropping and scaling on the graph

 

I agree, the scaling makes it look strange.

Crush, those dynos were all from a MT tC, right?

 

yep..good eye

 

hey fred were they able to lock the tranny in gear? meaning as soon as they stomped on it did it drop down or not? I know with a snap-on scanner you can lock the tranny in gear

 

Hey Crush, we couldn't lock it in gear so he started at 3800rpm in 3rd gear. Any lower rpm and it might have kicked down to 2nd. The operator said it was important to have the torque converter locked up throughout the pulls.

Thanks for posting those dyno sheets. I feel a little better about my TQ drop-off after seeing that tuned TC drop from 320 to 230 between 4400 and 6000rpm even if the curve looks much flatter due to the scaling. Even the stock TC TQ drops from 150 to 125.

FWIW, I'm actually running closer to 5 psi than 6. I have a 5.8psi spring and my boost gauge never reads above 5. Back when I had the FIC and a 7.25psi spring, the max boost spike was 7psi.

I should also note that the shop only had one small fan blowing thru the rad only. There was no air moving thru the IC or towards the air filter so the IAT was very high at 108F -133F. By the third run ECT was ~205F and IAT was ~130F. Plus the operator had already been running the car for 15 minutes in the 85F shop while setting up the dyno. It was heat-soaked before the first pull.

 

^^yeah I have a 8.7psi spring and my boost gauge is always pegged to 8psi at WOT. It's more commonly pressure loss through all the piping/intercooler, no biggie.

Since it's your DD and an AT is this where it ends, Brett?

 

sucks you guys couldnt lock it out..your only getting half the story doing it at that rpm. but hey you do what ya gatta do

 

Sick Fred I love it!!!! I love the way it feels with the stock ECU - I was going to run the stock ecu, 550cc injectors, fuel return, and e85 but I ordred some 700cc and opted to go with the Neo to tune (against all odds) but will be using OP3 cuz I dont give 2 poops about a CEL - If for some reason I have trouble tuning it with the 700cc and the Neo I will go the other route (550cc, Stock ECU, Split Second Enrichment, e85, fuel return,and 8psi)

 

only one problem with all this.. if by NEO you mean apexi NEO safc..

then with a 700 cc injectors and return fuel...u will be probably maxing out the neo in adjustments on fuel...

also since u will likely have to be REMOVING fuel in most ranges your IGNITION TIMING will be really advanced.. this is because..

safc removes fuel by reducing maf signals.. which inturn will also increase timing..

when adding fuel you will trick maf into higher readings.. thus retarding timing..

 

did u really just say u were going to run stock ecu with 550cc injects, and e85? I wish i could slap you through the computer.

Bro save ur money for a piggybank stop bieng a moron.

 

lol

 

Well said bro.


And just to add to the data displayed, when I was on the 16G turbo, my torque curved was the same. Huge tq numbers early in the rpm (3xxxrpm) and would fall sharply toward redline. But I preferred it that way for the streets. For the track, a larger power band and flatter tq curve is more suitable.