1st log in a long time how does it look?

[DSM-Franek]

This is my first log in a long time. I just updated my mods in my profile and this log is 20psi with my highs on the safc at 0% across the board just on a keydiver chip for my FIC 750s .

I'm looking for some opinions and advice

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Thanks in advance,
Frank

 

[spyderturbo007]

Hey Frank, what's new?

Can you tell me what the settings are for your chip? Such as target timing on the highest airflow map, target AFR, etc? Also, can you adjust your byte timing so we can get some more samples / second.

As for the log, it looks great, except for possibly a little knock at the 5972rpm point. Here is the ECU's stock timing targets at each of your rpm points:

2544 14
2780 9
3128 7
3532 7
3936 8
4400 9
4896 10
5436 12
5972 15
6408 16
6820 16
7176 16

As you can see from 4896rpm and up, you are consistently 1 degree lower than the ECU's target. Since it's consistent for the rest of the pull, you can chalk that up to your coolant temp going over 206 degrees, or an IAT >84 degrees. Either way, the log looks great. I'm not really concerned about the additional 1 degree loss at 5972rpm because of the timing tables I have for the 2g ECU. They are in 500rpm increments, max at 2.7g/rev and go by 0.1 - 0.4g/rev increments. I normally try a linear extrapolation between points, but when you're extrapolating two curves (rpm and airflow) there is more room for error. Plus, I doubt it's a linear curve between points.

Do you know how high Jeff's chips run as far as airflow goes? My understanding is that the 2g MAS can handle up to 2.7g/rev, but honestly I don't know what it does above that? Is that where you hit the airflow cap?

Either way, it looks like it's time to lean things out, or better yet, crank down on the MBC. Oh, nice airflow numbers on that s16g. You're pushing about 2lbs/min more than I am, at the same boost pressure, with a smaller turbo. It's got to be that damn SMIC.

 

[DSM-Franek]

Hey Frank, what's new?

Can you tell me what the settings are for your chip? Such as target timing on the highest airflow map, target AFR, etc? Also, can you adjust your byte timing so we can get some more samples / second.

As for the log, it looks great, except for possibly a little knock at the 5972rpm point. Here is the ECU's stock timing targets at each of your rpm points:

2544 14
2780 9
3128 7
3532 7
3936 8
4400 9
4896 10
5436 12
5972 15
6408 16
6820 16
7176 16

As you can see from 4896rpm and up, you are consistently 1 degree lower than the ECU's target. Since it's consistent for the rest of the pull, you can chalk that up to your coolant temp going over 206 degrees, or an IAT >84 degrees. Either way, the log looks great. I'm not really concerned about the additional 1 degree loss at 5972rpm because of the timing tables I have for the 2g ECU. They are in 500rpm increments, max at 2.7g/rev and go by 0.1 - 0.4g/rev increments. I normally try a linear extrapolation between points, but when you're extrapolating two curves (rpm and airflow) there is more room for error. Plus, I doubt it's a linear curve between points.

Do you know how high Jeff's chips run as far as airflow goes? My understanding is that the 2g MAS can handle up to 2.7g/rev, but honestly I don't know what it does above that? Is that where you hit the airflow cap?

Either way, it looks like it's time to lean things out, or better yet, crank down on the MBC. Oh, nice airflow numbers on that s16g. You're pushing about 2lbs/min more than I am, at the same boost pressure, with a smaller turbo. It's got to be that damn SMIC.

Heyyy heyyy, you think I can run more than 20psi on a bone stock 6 bolt? Or lean her out a little?

I'm gonna email jeff and try to get exact specs for the questions you asked.

thanks alot!
Frank

 

[spyderturbo007]

Heyyy heyyy, you think I can run more than 20psi on a bone stock 6 bolt? Or lean her out a little?

That depends, which I'm sure is the answer you wanted to hear. The only worry I might have would be lifting the head because of the stock head studs. However, if I remember correctly, Tyler was running 25psi on a 50-trim with the stock head studs and gasket. That was on a 7-bolt, though.

I'm running 22psi on the 16g right now, and haven't had any problems, but that is up to you. If you decide against turning up the boost, then go ahead and lean things out.

 

[DSM-Franek]

That depends, which I'm sure is the answer you wanted to hear. The only worry I might have would be lifting the head because of the stock head studs. However, if I remember correctly, Tyler was running 25psi on a 50-trim with the stock head studs and gasket. That was on a 7-bolt, though.

I'm running 22psi on the 16g right now, and haven't had any problems, but that is up to you. If you decide against turning up the boost, then go ahead and lean things out.

I think i'm gonna try a 22psi log at the same 0% across the board on the highs on the safc and see how that looks.
I'm still waiting on an email back from Jeff about those specs too so i'll keep you posted

thanks alot!
Frank

 

[DSM-Franek]

I actually just got an email back from him

"Frank,
The timing on the upper maps is:
4500 - 9
5000 - 11
5500 - 13
6000 - 16
6500 - 16
7000 - 16
7500 - 16

As the guy said, your underhood temps were probably
high enough to raise the IAT >84* and pull 1* of
timing.

Your target AFR is 11.0:1, I removed ~15%, so you seem
awefully rich. Can you look at the fueltrims? Do you
have an AFPR or AFC to finetune the AFR?
I don't rescale the 2G timing maps, since they already
go to 25 psi.
The airflow cap is removed on your chip, so the only
think limiting you will be the ~425 whp limit of the
2G MAS.
Jeff O."

-Frank

 

[DSM-Franek]

Just an update on this as I was talking to Jeff via email and he was asking about fuel trims;

Me- "My fuel trims are alright had to subtract about 4% on the
lows to get the trims
to as close to 0 as i could.
I have my afpr set for 43.5psi as set in my chip.
That log was at 20psi at 0% across the board
on the highs just to get
a baseline pretty much."

Jeff- "Frank, What is the STFT and LTFT doing while you are
cruising? You should trim the AFPR so that they are as
close to zero as possible, because this should also
place your openloop AFR's very close to 11.0:1.
Jeff O."

Good point Jeff has and with that being said I'll check my trims while cruising and
subtract psi on my afpr as needed to get them as close to 0 as possible then
do another 3rd gear log at 20psi to see if that leans me out a little as it shoud so I hit that 11.0 afr target.

Any opinions are very much appreciated.

Thanks alot,
-Frank

 

[DSM-Franek]

Okay I have 2 more logs to look at.

The first was 20psi at -4% across the board.

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And the second is 21psi at -5% across the board.

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Any suggestions are greatly appreciated.

Thanks alot,
-Frank

 

[blcknspo0ln]

I would keep leaning it out in -3% increments per pull. Disregarding your front o2 and just looking at your timing curve, I'd say it's pretty healthy. Be cautious when you're leaning out, but look for variation in the linear advancement of your timing curve. Any dips should raise an eyebrow. As spyder said, it may be ideal to stop logging frontO2 and start logging airflow/IAT/coolant temps to gauge what your ECU wants to do versus what it's doing.