pre-dyno tuning / minimizing dyno time and ching-dow
#61
Tour de Franzia
Thread Starter
iTrader: (6)
Join Date: Jun 2006
Location: Republic of Dallas
Posts: 29,085
Total Cats: 375
reality is more that you need excess fuel for complete combustion of the oxygen available because of the non-ideal nature of a motor. fuel sticks to parts, doesn't vaporize well, etc. dump in more than you need and hope for the best. that need has declined as engines are better designed but it's still there.
i dont know about fat/tq and lean/hp but the difference there is probably more engine speed and airflow related. i wonder if that's more a result than a cause.
i dont know about fat/tq and lean/hp but the difference there is probably more engine speed and airflow related. i wonder if that's more a result than a cause.
The more research I do, the more I want to let a professional tune the car...but then I run into the same variables I was crying about earlier with ripping me off and shitty ideas on tuning.
#62
well, i thought anything fatter than stoichiometric meant unburnt fuel fuel / colloid mixture. However, you have to take into account that I'm a not a chemist, not a tuner, and genuinely dumb to all this ****.
The more research I do, the more I want to let a professional tune the car...but then I run into the same variables I was crying about earlier with ripping me off and shitty ideas on tuning.
The more research I do, the more I want to let a professional tune the car...but then I run into the same variables I was crying about earlier with ripping me off and shitty ideas on tuning.
#63
Tour de Franzia
Thread Starter
iTrader: (6)
Join Date: Jun 2006
Location: Republic of Dallas
Posts: 29,085
Total Cats: 375
Its going to be a real bitch when I get it to the dyno and realize its making more torque and power than I wanted (transmission death), and have to roll it back. lol I think the bore, head, bigger turbo, 3" exhuast, and alignment of the planets spurred by me working on the car will make 250whp pretty ******* easy to hit.
#64
2 Props,3 Dildos,& 1 Cat
iTrader: (8)
Join Date: Jun 2005
Location: Fake Virginia
Posts: 19,338
Total Cats: 573
as a maximum. sustained 1600 F temps could burn valves over a pretty short time. short term is ok. on a track I'd keep them below 1500 since you'll be in boost for longer periods at a time. (bear in mind that where you measure makes a difference--lets assume this is at the collector pre-turbo)
#66
2 Props,3 Dildos,& 1 Cat
iTrader: (8)
Join Date: Jun 2005
Location: Fake Virginia
Posts: 19,338
Total Cats: 573
#68
Tour de Franzia
Thread Starter
iTrader: (6)
Join Date: Jun 2006
Location: Republic of Dallas
Posts: 29,085
Total Cats: 375
mine is going as far forward on the downpipe as possible. I've seen taps crack on manifolds in VW's and I'm not playing that game. If I have any problem with the manifold, I plan on sending it back to BEGi without any resistance.
#71
2 Props,3 Dildos,& 1 Cat
iTrader: (8)
Join Date: Jun 2005
Location: Fake Virginia
Posts: 19,338
Total Cats: 573
I originally had mine tapped right into the pipe but later added a 1/8NPT bung. Part of the reason was the threads got jacked in the original hole and F'd up the collar.
That pic shows the bungus among us.
That pic shows the bungus among us.
#74
You want a picture of my bung?
I no longer have the Greddy manifold, and the bung on the BEGI manifold is nearly impossible to see with out removing the manifold, which I don't plan on doing It is under the #4 runner. I would have rather seen it in the collector, but given how it is constructed that would be darn near impossible. I locates the probe JUST into the manifold (my Prosport probe is pretty short), which is a good thing I didn't like how far into the manifold my Autometer probe went.
My EGTS are low compared to my greddy setup. This could have to do with location, accuracy of the probe or the turbo itself and manifold design.
Jay
I no longer have the Greddy manifold, and the bung on the BEGI manifold is nearly impossible to see with out removing the manifold, which I don't plan on doing It is under the #4 runner. I would have rather seen it in the collector, but given how it is constructed that would be darn near impossible. I locates the probe JUST into the manifold (my Prosport probe is pretty short), which is a good thing I didn't like how far into the manifold my Autometer probe went.
My EGTS are low compared to my greddy setup. This could have to do with location, accuracy of the probe or the turbo itself and manifold design.
Jay