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lookforjoe

Hussein's 1998 V70 Xr : The Force Awakens

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Just tested the GM LS2 coil you send me to determine optimum charge times.

Very impressive spark!!

Optimum charge times are:

Volt - ms

6 - 12,5

8 - 8,7

10 - 6.8

11 - 6

11,5 - 5,6

12 - 5,3

12,5 - 4,9

13 - 4,6

13,5 - 4,25

14 - 4

At 14 volt and 4 ms charge time

http://www.meditekst.nl/cop/LS2_14v_4ms.wmv

At 12 Volt and 2.3 ms charge time (the largest charge time possible at 7650 RPM)

http://www.meditekst.nl/cop/LS2_12V-2.3ms.wmv

Still a strong spark!!

Edited by Piet
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Screenshots from Piet's tests

14v 4ms

ScreenShot2015-01-05at93315PM_zps264b570

12v 2.3ms

ScreenShot2015-01-05at93230PM_zps1fda956

Log from today - revised MAF table & revised COP dwell.

Need to revise the part load timing, I'm getting knock at 22% throttle in 4th. Didn't expect the weather to clear, so I hadn't cleared the adaptive knock from the weekend

Screenshot2015-01-05174931_zps127a1370.p

Screenshot2015-01-05173615_zps0b76c270.p

Screenshot2015-01-05173824_zpsf1fc59d6.p

no knock in the straight 4th pull

Screenshot2015-01-05173959_zpsb74144f4.p

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I like the new look of the front bumper. Cleaner IMO. engine bay looks very tidy too. nice work

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Thanks, guys. :D The plastidip was originally to conceal cracks around the IC intake grille from people backing into my bumper - but having never tried it before, I wanted to see what it was like to apply & later peel.

Some more revisions to the MAF table, and to the VE load cells affected in the previous logs. So, another log today. No knock at all. A few lean areas in the 5-5,6K full load cells below WOT compensation, so I'll make some adjustments for that. On & off, in 3rd & then 4th gear. Even with part throttle acceleration when I shifted into 4th, 60-100 was 4.75 sec (10.821-15.568 range). 60-90 is only a couple of secs, maybe, so very easy to find myself going much faster than expected in regular traffic :arob:

Screenshot2015-01-06160641_zpsd17d5a9d.p

Screenshot2015-01-06160653_zps5cdc04f7.p

EDIT: Just noticed another occurrence - 86.32 - 88.19, full load, part throttle same rpm range as other occurrences

Screenshot2015-01-06160707_zps4d891e3e.p

Screenshot2015-01-06160721_zps7d8b426a.p

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so what does that bad boy put down for numbers now?

Don't know yet - haven't been back to the dyno since resolving the coil breakup issue with the GM conversion. Once tuning is refined, I can get that on the schedule. Rough estimate would be 500AWHP at current boost level (25.7psi) - 446AWHP was @ 21psi, 408AWHP was @ 18psi, etc..)

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Not sure if this is of any interest, but I tested my injectors this past weekend. Tried to figure out the dead time to set in my MegaSquirt settings. The 160lb High Impedance Bosch injectors I have seem to be very linear all the way down to a PW of 0.8ms. If you ever think of upgrading these should still provide a good idle once tuned correctly.

The video is for PW of 10 @ 2400RPM for 900 pulses.

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Not sure if this is of any interest, but I tested my injectors this past weekend. Tried to figure out the dead time to set in my MegaSquirt settings. The 160lb High Impedance Bosch injectors I have seem to be very linear all the way down to a PW of 0.8ms. If you ever think of upgrading these should still provide a good idle once tuned s

Nice! Much better than the 2ms rating on the Siemens! The 1000cc I have now are rated down to .9ms - and I've been able to get it running just fine at that, so those should be great, if I max out what I have DTR. Thanks for the info. Do you have the vendor / part number for them also ?

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Another MAF revision (thanks Venderbroeck) & log today

Throttle progression, MAF/Load relationship is definitely improving. Had some lean(!!) spots

ScreenShot2015-01-08at51349PM_zps569a1f1

going through the affected areas in the complete log allows me to isolate load cells that need tweaking.

MAF6COP4veAdjustmentsJan08_zps7c0eb81f.p

See how that goes.

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Further adjustments to the VE map. Getting there. With the reduced MAF / load scaling, I'm getting better timing values up top, without knock

Screenshot2015-01-09160048_zps85ec11a7.p

Screenshot2015-01-09160112_zps78727f26.p

Based on this log, I can make further adjustment to the VE table, both for enrichment, and to lean out some part load areas that don't need to be so rich

MAF6COP4veAdjustmentsJan09_zpsa70e6e22.p

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A by product of the MAF scale tweaking is that with reduced (percieved) load, it will run more timing up top, similar (but more refined) to when I was maxing the MAF scale in TTusb, and the system was reverting to lower load cells over 6K rpm. The advantage to that was definitely more go at the top end

This was the data log from my 446AWHP dyno log and the TTusb timing table. you can see where the timing values increase above the 100% load cell values at the top end, even with a pretty lean AFR due to the fuel system being tapped out in terms of volume at that time. I hoping that the current tweaking of the MAF tables will get me back into a position where I can run more timing again, without the random aspect that was present in TTusb with the inappropriate MAF scaling for the setup I had then.

145barDataLog_zps2e863461.png

PTE14kpa1000ccTiming_zpsaa9a8466.png

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I'am not entirely sure, but I'am under the impression that the representation of the ignition values in TT-USB were'nt that precise.
In tunerpro I can't run the same ignitionvalues as before in TT-USB with the same setup and other parameters the same, although power feels the same.

But your tune is definitely improving now, while you have the freedom this way to adjust ignition at high RPM without having to worry about getting knock at lower RPMs due to the load being maxed causing the same cells to be hit at diferent RPM levels.

Edited by Piet

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MAF7 (compound revB) log from today. Couldn't go to far with it, weather is nasty. Slight knock after lean conditions. Overall, part throttle response is very nice. I can use 5th & 6th at lower rpms without 'lugging' than with previous Factored MAF scale, and that was a significant improvement over rescaled VE to compensate in TTusb.

AFR's tend to be much higher in lower gears, so I'm not overly alarmed at what's showing up here. Changes will bring it down. Far as I'm concerned, anything under 6-7 load range can stay in the 14's AFR range. Anything over 9 (based/targeted on results in 4th) needs to be in the 12's

ScreenShot2015-01-12at52517PM_zps2b22f1cScreenShot2015-01-12at52542PM_zpsd647805

ScreenShot2015-01-12at52607PM_zpsa71dd0f

VE & WOT revisions based on those logs. Tracer allows one to match load cells with recorded AFR's to determine changes. I try to keep small steps - which typically is a .0078 increment for the VE table. WOT table, I usually go .01 steps & see how that goes.

Still playing with Warmup Factor also, pretty nice at the current settings, starts & warms up well in sub zero (ºC) temps we've been having. I don't normally drive away until engine is around 50ºC- Forged pistons make quite a racket when cold..

MAF7VEchanges_zpsa9c8169e.png

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