Hussein's 1998 V70 Xr : The Force Awakens

[fischmama]

That's funny, I was sitting at a light yesterday and looked down to see 161616 kms.

So your last timing sheet.. it shows values to 7400rpm. So when you hit 8k+, i'm assuming it uses the 7400 value?

My car seems like it just does not want to rev much past 7k. It's either cam timing, ignition timing or the turbine is too small. Looking at your timing values, I really need to ramp mine up in the higher rpms.

What AR are you running on the exhaust side?

[BlackT5]

I don't want to clutter Husseins thread with my stuff.... i'll reply here:

http://volvospeed.com/vs_forum/topic/64863-project-blackt5/page__view__findpost__p__2016831

Edited October 6, 2011 by BlackT5

[lookforjoe]

That's funny, I was sitting at a light yesterday and looked down to see 161616 kms.

So your last timing sheet.. it shows values to 7400rpm. So when you hit 8k+, i'm assuming it uses the 7400 value?

My car seems like it just does not want to rev much past 7k. It's either cam timing, ignition timing or the turbine is too small. Looking at your timing values, I really need to ramp mine up in the higher rpms.

Yes, anything over 7400 is using those upper bins.

I replied in your thread - really, you need a log intake, that made all the difference in the world to upper rpm breathing & maintaining power up top. Before, I would drop off over about 6600rpm, not anymore!

Yes that's what it does. You should always make your rpm points match more or less what you're going to rev to. You can do 200 or 300rpm more than the last timing rpm point but after that power is going to nosedive pretty quickly.

I don't seem to have that problem with dropoff, but I do need to revise the scaling again now I'm going to 8K+. Since I last shuffled the scale for more columns in the 4800-up range, I seem to have an issue with TT Map trace not properly indicating the actual RPM load range in the lower columns, though. Adam is looking at it.

[lookforjoe]

In 4th, I still have a shift @ 5400 that I can't figure out. These two logs are both in 4th. 5400rpm is not peak torque, nor close to peak HP; it's probably about halfway between, based on the dyno logs from this & last year's runs @ Carlisle

In the 1st log, 5100-5400 the AFR's are pretty high - then timing drops and within 50rpm the AFR's also come down.

In this one, the AFR's are pretty much perfect 5180-5460rpm, then timing drops @ 5480, and the AFR's get too rich.

I've increased the fuel in the 4800-5400 upper load cells, bringing them incrementally closer to the 5800 values

See how that goes. I have tried changing the WOT sliders a fair bit, and that made no difference.

[Jardim]

Completly off topic...

SAFARI on WINDOWS?

/dumbfounded.

[lookforjoe]

SAFARI on WINDOWS?

I'm a Mac user. I ONLY use a PC for TT. If I need to go online, no way I'm touching Explorer. I have Firefox, too, but I've used Safari since it came out.

In other news, I revised the RPM scales again, to bring them closer to my rev limit

had to add some timing

probably need to adjust fuel some, but this is what I'm using right now

My WOT settings

I'm hoping that moving the timing & fuel around a bit makes a difference to the anomaly @ 5400rpm.

[lookforjoe]

A member contacted me asking for a bit of an explanation of the maps & graphs. I figure I'd post this here also, since I forget that they may be gibberish to some:

With any adjustable EMS, the goal is to tune fuel / ignition performance to a pretty specific boost value, so any changes are dependent on knowing what specific turbo characteristics are being used (compressor size, hotside, flow, etc) in conjunction with any other major hardware changes.

Basically the tables represent the fuel, ign values that the system will use at any given RPM & load range. So, if you look at just one column & follow it downward, you will see how the fuel increases with load (the numbers represent a percentage of flow- 250 is the maximum value possible-, based on the calibration of the specific injectors used, in my case 650cc) and the ignition values decrease. The WOT table represents what the system does with fueling when it sees that the throttle position is around 95% or greater.

In order to make changes to these tables, I have to data log (the other graphs & data charts) & interpret the boost/AFR/RPM/Timing values in any given range to figure out where to make changes in TurboTuner. That's the bitch. Until TT gets an integrated data logging capability, interpreting values in external data logging & applying to TT maps involves a range of variables & guess work as to where exactly to make changes. Fortunately, ME4.4 is pretty flexible & forgiving, so even if it's not dead on, you can make functional changes that improve performance on any specific setup.

[550]

Yeah, I wish TT had built in datalogging. IMO that should have been priority numero uno.

[JCviggen]

Yeah, I wish TT had built in datalogging. IMO that should have been priority numero uno.

You have to remember that this is the old stock Bosch motronic that has had some hardware added to allow realtime map changes and flashing. It doesn't provide much of a platform to get anywhere near the functionality of a standalone EMS but it's also a fraction of the hassle to install. It's a halfway solution and you need to accept it as such.

4.4 might be fussier but I never really missed datalogging on my 4.3 version. The most important part was accomplished using maptrace to see which loads were being hit with the bigger MAF housing. After that I didn't really use it anymore and 2 hours on a dyno was all it took to perfect the mapping we had done on the street with nothing but a wideband. With the correct supporting hardware I have no doubt it could be used for cars well over 500 horsepower.

[lookforjoe]

After that I didn't really use it anymore and 2 hours on a dyno was all it took to perfect the mapping we had done on the street with nothing but a wideband.

That's the thing, isn't it. Have to have someone who can successfully dyno tune. Hopefully I'll get a connection for that at some point. I'd really like to get the most out of what I have going.

[550]

You have to remember that this is the old stock Bosch motronic that has had some hardware added to allow realtime map changes and flashing. It doesn't provide much of a platform to get anywhere near the functionality of a standalone EMS but it's also a fraction of the hassle to install. It's a halfway solution and you need to accept it as such.

4.4 might be fussier but I never really missed datalogging on my 4.3 version. The most important part was accomplished using maptrace to see which loads were being hit with the bigger MAF housing. After that I didn't really use it anymore and 2 hours on a dyno was all it took to perfect the mapping we had done on the street with nothing but a wideband. With the correct supporting hardware I have no doubt it could be used for cars well over 500 horsepower.

While I agree with you that Motronic is old, it isn't so old that it doesn't have functionality beyond what we are seeing. (As well as other maps, there are more than just a fuel/spark map) Granted there may not be tip in control, but I know for a fact that things like knock sensor sensitivity can be changed. As far as I'm concerned the datalogging is, most if not all, in the software.

[lookforjoe]

4th gear pull with revised WOT & fuel. Still have a couple of rich & lean spots - but it seems to run well @ 12.5 AFR range.

Today

Yesterday

Today

Yesterday

[dublin14]

Time for another dyno. Are running meth?

[BlackT5]

Still strange how your timing is increasing and then drops off at 5550 before coming back again. It kind of jumps around right through to redline. Could the ECU be detecting knock and retarding timing since i'm pretty sure your timing map is steadily increasing through that rpm range?

[lookforjoe]

Still strange how your timing is increasing and then drops off at 5550 before coming back again. It kind of jumps around right through to redline. Could the ECU be detecting knock and retarding timing since i'm pretty sure your timing map is steadily increasing through that rpm range?

I know - I guess it's knock - maybe I need to add more timing in there or remove just before? - my timing map is same as above except for scaling on 1st 2 columns - (I had to go back to 500/800 or it effects cranking time) - steady increase as rpm rises, decrease in columns as load increases.... 4900-5400 is the area where it's getting too lean for comfort, the rest isn't that wide a deviation (I'm not smoothing the graphs at all)

the other question for you is on the IAT sensor - since you use one also - does your increase voltage as temp decreases, or vise-versa? I switched the logging to straight voltage recording to see what's going on, since I can't get an accurate scaling. It certainly appears to me that it records a voltage DECREASE as temp INCREASES which is contrary to my understanding - if that is the case, then my IAT's are steadily INCREASING under load, not dropping as I thought. This however doesn't jive with my sensors hooked up to the info center, where under higher rpm/flow conditions I see a decrease in temp from Hotside to Coldside readings.

In other news, I ordered a custom rad from Howe Racing Enterprises based on my drawings (Thanks to Justus & Chuck for taking measurements)

EDIT: Forgot to put the height of the Core!!!

Stock is 15.06", Howe rads are same height across the tanks & core, so 15.75" is good, with only 5/16" HEIGHT for the upper tabs instead of .8" as indicated. I measured a fan shroud from the base of the tabs, to the lip that comes over the top of the core.