Originally Posted by 18psi
(Post 1191216)
You know, I was impressed by that.
I was also impressed that it was backed up on a different dyno. I think the stock fuel system on our cars is underrated, perhaps the fuel pump is able to keep up even with the injectors never closing? |
Originally Posted by nitrodann
(Post 1191217)
No shit, 1L/ minute!?
Corkys post is a little cryptic, but in general, yeah, he's right. My math says that at 12.5:1 Afr, on a 60psi non referenced system 240 crank is possible at 10psi. Go to bed Vlad youre drunk. :laugh: k |
here's how to test that: increase timing until boom! note the AFRs.
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I mean if he's gonna claim that the stock fuel system can go beyond the injector duty cycle limits because the pump is strong, and that you can keep going with injectors never closing until you run out of fuel pressure, I think I would have to agree with that. At least based on what they've provem already with the AO kit.
Most of us would agree that is very dangerous, but appears possible. |
Originally Posted by 18psi
(Post 1191222)
So you agree with corky, that tapering torque increases the fuel system overhead and nets you more power?
:laugh: k You still don't understand thats pulsewidth at a given duty cycle changes with rpm. That baffles me. |
Originally Posted by nitrodann
(Post 1191226)
I agree that torque=pulse width.
You still don't understand thats pulsewidth at a given duty cycle changes with rpm. That baffles me. potato pohtahtoe can you unwad your panties so we can move on and discuss the actual interesting topic of this thread is drifting to, which is the oem miata fuel system "real" limit? |
Calculate it.
I did. 240 crank, at 12.5:1afr, 10psi, 60psi flat pressure in the rail. |
Originally Posted by nitrodann
(Post 1191229)
Calculate it.
I did. 240 crank, at 12.5:1afr, 10psi, 60psi flat pressure in the rail. and it's not 60psi flat on an nb returnless system. but that doesn't matter, because BEGi already proved that its still possible, even with a tapering rail pressure. |
ill give you some tapering rail pressure.
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omfg, this thread is painful to read.
Someone with a Dynojet plot of their car and a datalog of a WOT pull please post the following four traces on the same plot: 1. horsepower (SAE corrected) 2. torque (SAE corrected) 3. ECU-commanded pulsewidth 4. ECU-calculated injector duty cycle |
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BTW, before that chart is posted, here's what I think it will show:
-injector pulsewidth correlates to torque, but not as closely as Corky thinks -injector duty cycle correlates to power, but not as closely as anyone thinks -both of these are true because BSFC (fuel mass required to make X horsepower for X hours) goes up as engine speed increases Here's a cool chart to show why this is true: Attachment 234561 [/thread] |
Yep. Along with the fuel system variables etc
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I am very curious to see pulse width at peak torque and there after.
Also Sav, forgive my stupidity but I've never seen a graph like that. Can you explain what I'm looking at here? Are the camel back lines the torque curves at different load percentages? And what is the pink line? Also not sure why looks like horspower lines are going down while rpms are going up. Or just point me at some reading materials so I can read up on this. |
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I didn't have a PW log of the above tune (different car).
Here's one I dug up from years ago of my gt3076 miata on e85 https://www.miataturbo.net/attachmen...ine=1419300506 You were saying? |
Is it safe to say that peak torque is at 4600ish? Looks like pw is still going up until MAF begins to fall. So if 100% dc is hit at peak torque that would be bad news. AFR would have to fall at that point.
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here's an even better one with MAP falling toward redline
pw still goes up https://www.miataturbo.net/attachmen...ine=1419302789 if someone has better examples post up. |
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last one cause now I'm getting bored
https://www.miataturbo.net/attachmen...ine=1419305841 pw maximum at peak is 15.1, and minimum at the end is 14.4 |
Originally Posted by nitrodann
(Post 1191300)
Yep. Along with the fuel system variables etc
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Originally Posted by williams805
(Post 1191321)
Also Sav, forgive my stupidity but I've never seen a graph like that. Can you explain what I'm looking at here? Are the camel back lines the torque curves at different load percentages? And what is the pink line? Also not sure why looks like horspower lines are going down while rpms are going up.
Or just point me at some reading materials so I can read up on this. Horsepower lines are going down because torque goes down as you move down the Y axis. If you multiply RPM and torque anywhere on that chart, you get a horsepower number, and those are shown graphically on the chart by curving lines. I'm not 100% certain on the pink line, but I believe it is a peak efficiency line from idle to redline. |
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