GreenGSX
DSM Wiseman
- 371
- 5
- May 13, 2002
-
Rochester,
New York
We rolled the car into Street Tuned Motorsports yesterday afternoon to put the car on their dyno and to enlist the aid of Emery in getting the car tuned with the ECMLink. It was a bit of a learning curve for us all, getting to play with the new ECMLink version 3 software.
Our goals were simple. First I needed to learn how to tune with ECMlink and Emery was good enough to give me a crash course. Secondly we wanted to get the car running right and make some power. We knew we were going to find issues along the way. Some of which we could fix and some we could not. This session was not intended to work every last detail. Just get in running right and make some power.
The day started with a baseline run with the car set-up just like I brought it in, 21psi and the meth injection on. It made a whopping 244hp with a 10.0 fuel curve. Not exactly getting a lot out of the FP3052 turbo. So Emery started the tuning process by pulling most of the timing out trying to get it to run knock free so we could tune the AFR curve. Boost was left at 21psi and the pulls only went to 5500. That keeps things safe. No need to run it out to 8500 if runs poorly at 5500. So we worked our way up until the AFR’s held close to 11.0 all the way to 5500. That got us closer to 300hp. We turned the meth on and we hit 298hp at 21psi. Our first clue something was wrong is when we looked at the logs ECMlink was telling us we were running 40psi of boost. Checking the logs we found we were running out of load cell and one pull was 3.7. ECMlink only goes to 3.4 which means we were out in no mans land. A quick call to Tom Dorris and we knew we had to adjust the MAF compensation down about 20-25%. That took a few more tries to get right and in the end the link is only off by 1psi from the gauge.
We decided to go to 7000rpms and turn the boost up a notch. That netted 312hp at 24psi and we got a nasty miss-fire that needed some attention. Emery suggested a fresh set of plugs. When we pulled out the old ones they looked like we’ve been running rich for a long time and the gap had opened up to 34. We gapped a new set down to 24 and took another pull. That got us 352hp with a touch of knock at 3600 and the AFR’s over 6600 were getting rich. That was pulling down the HP curve and we worked the fuel and timing tables to get ride of both problems. The next pull was 350hp and the knock cleared up but we had more work to do on the upper fuel curve. We also developed a nasty oil leak on the turbo drain line. That leaked oil on the rollers which spit it all over the place. Some got on the exhaust and the smoke screen made us stop and investigate.
We were not going to fix the leak right there so we cleaned up everything and worked on the breather system to see if we couldn’t lower the crankcase pressure. I was still running a PCV valve so we yanked that out and just ran a link to the catch can. That did the trick and we were back on the dyno to tune some more.
I adjusted the boost controller and we did a pull. As soon as the turbo spooled up we knew something was wrong. We hit 30psi quick and Emery let off the gas at 6000 rpms. We checked the logs and there wasn’t any knock and the curve on the dyno said we made 372hp and that number was climbing fast.
I re-adjusted the boost controller and we took what was to be the last pull of the day. That got us 355hp and 299ft/lbs of torque. Checking the logs we found the injectors were at over 90% duty cycle at 6000rpms and at 98.9% at 7000rpms which means we were out of injectors. ECMlink also said that the turbo was flowing 52.9lb/min which meant we were at the limit of the turbo too. There wasn’t any sense to go any further without more injector we would be just hitting the same ceiling. 355 is a good number for us. Cars that put down 267 and 290 have down 11.9-12.0 at 114-115mph so we should be good for 11’s closer to 120mph. That was our goal and it looks like we hit it.
For those of you that wanted to see 400hp out of the car there were some things we could have done to move that number up. First off the scaler for the dyno was set for a 4000lb car and by adjusting that closer to what the car really weighted would have pushed our 355 up a bit. More importantly we didn’t spend nearly enough time adding back the timing we pulled out. We made 355 on 14 degrees and we should have be able to get to 15 or 16 with more tweaking. There were some things holding us back as well. The car had HKS 272/264 cams which are great and the fat torque curve show that they do there job but to put down more power on the same amount of boost would require a bigger exhaust cam for sure. Finally, bigger injectors would have helped. You can get 660’s to pump fuel out at 100% duty cycle but the spray pattern quality starts to taper off at 85%. We could see that in the torque curve so a set of 850 or even 950’s would be needed to wring out more power.
For those of you who tuned in live we want to thank you. It’s a lot of fun for us to know you guys are right there behind us and I hear some of the banter from the chat room was pretty funny stuff. I want to thank Steve Burke for putting in all the time, effort and expense to bring us live to you. I can’t wait to see how it works going around the track!
Finally, the Rochester DSM One Lap team owes a huge thank you to Emery and his staff at Street Tuned Motorsports. Emery donated his time and his dyno to help us get everything we could out her.
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Our goals were simple. First I needed to learn how to tune with ECMlink and Emery was good enough to give me a crash course. Secondly we wanted to get the car running right and make some power. We knew we were going to find issues along the way. Some of which we could fix and some we could not. This session was not intended to work every last detail. Just get in running right and make some power.
The day started with a baseline run with the car set-up just like I brought it in, 21psi and the meth injection on. It made a whopping 244hp with a 10.0 fuel curve. Not exactly getting a lot out of the FP3052 turbo. So Emery started the tuning process by pulling most of the timing out trying to get it to run knock free so we could tune the AFR curve. Boost was left at 21psi and the pulls only went to 5500. That keeps things safe. No need to run it out to 8500 if runs poorly at 5500. So we worked our way up until the AFR’s held close to 11.0 all the way to 5500. That got us closer to 300hp. We turned the meth on and we hit 298hp at 21psi. Our first clue something was wrong is when we looked at the logs ECMlink was telling us we were running 40psi of boost. Checking the logs we found we were running out of load cell and one pull was 3.7. ECMlink only goes to 3.4 which means we were out in no mans land. A quick call to Tom Dorris and we knew we had to adjust the MAF compensation down about 20-25%. That took a few more tries to get right and in the end the link is only off by 1psi from the gauge.
We decided to go to 7000rpms and turn the boost up a notch. That netted 312hp at 24psi and we got a nasty miss-fire that needed some attention. Emery suggested a fresh set of plugs. When we pulled out the old ones they looked like we’ve been running rich for a long time and the gap had opened up to 34. We gapped a new set down to 24 and took another pull. That got us 352hp with a touch of knock at 3600 and the AFR’s over 6600 were getting rich. That was pulling down the HP curve and we worked the fuel and timing tables to get ride of both problems. The next pull was 350hp and the knock cleared up but we had more work to do on the upper fuel curve. We also developed a nasty oil leak on the turbo drain line. That leaked oil on the rollers which spit it all over the place. Some got on the exhaust and the smoke screen made us stop and investigate.
We were not going to fix the leak right there so we cleaned up everything and worked on the breather system to see if we couldn’t lower the crankcase pressure. I was still running a PCV valve so we yanked that out and just ran a link to the catch can. That did the trick and we were back on the dyno to tune some more.
I adjusted the boost controller and we did a pull. As soon as the turbo spooled up we knew something was wrong. We hit 30psi quick and Emery let off the gas at 6000 rpms. We checked the logs and there wasn’t any knock and the curve on the dyno said we made 372hp and that number was climbing fast.
I re-adjusted the boost controller and we took what was to be the last pull of the day. That got us 355hp and 299ft/lbs of torque. Checking the logs we found the injectors were at over 90% duty cycle at 6000rpms and at 98.9% at 7000rpms which means we were out of injectors. ECMlink also said that the turbo was flowing 52.9lb/min which meant we were at the limit of the turbo too. There wasn’t any sense to go any further without more injector we would be just hitting the same ceiling. 355 is a good number for us. Cars that put down 267 and 290 have down 11.9-12.0 at 114-115mph so we should be good for 11’s closer to 120mph. That was our goal and it looks like we hit it.
For those of you that wanted to see 400hp out of the car there were some things we could have done to move that number up. First off the scaler for the dyno was set for a 4000lb car and by adjusting that closer to what the car really weighted would have pushed our 355 up a bit. More importantly we didn’t spend nearly enough time adding back the timing we pulled out. We made 355 on 14 degrees and we should have be able to get to 15 or 16 with more tweaking. There were some things holding us back as well. The car had HKS 272/264 cams which are great and the fat torque curve show that they do there job but to put down more power on the same amount of boost would require a bigger exhaust cam for sure. Finally, bigger injectors would have helped. You can get 660’s to pump fuel out at 100% duty cycle but the spray pattern quality starts to taper off at 85%. We could see that in the torque curve so a set of 850 or even 950’s would be needed to wring out more power.
For those of you who tuned in live we want to thank you. It’s a lot of fun for us to know you guys are right there behind us and I hear some of the banter from the chat room was pretty funny stuff. I want to thank Steve Burke for putting in all the time, effort and expense to bring us live to you. I can’t wait to see how it works going around the track!
Finally, the Rochester DSM One Lap team owes a huge thank you to Emery and his staff at Street Tuned Motorsports. Emery donated his time and his dyno to help us get everything we could out her.
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