Turbo tuning with SAFC-II and LM-1 on the M30b35..
Posted: Jul 13, 2006 4:26 PM
Gents,
Ive been doing some datalogging with my system the last 4days. The results are very exciting. Pretty happy with the setup...to a point that I have it runing right now.
First, I haven't come up with a fault code in 3 days now. The 179 ECU needs to see the air metering device in certain voltage ranges for WOT. I had the AFM spring too tight and the ECU would throw a 1215(AFM error) after the first long WOT run. Some lossening of the spring 5 clicks from Dinans setting and bang, no more errors.
This makes sense, as Im running ~35% less air mass with this system since Im running 8.5psi with this M30b5 vs 13psi on the M30b34.
Also, I solved alot of my pre-detonation issues with the TCD software for the 179 ECU. While its not completely gone, Im able to run w/o pre-det on select runs. My real trouble still comes in the 4.5k-6k rpm range, where the J&S knock controller cant control timming. The TCD chip is still too timing aggressive in the upper rpm range @ 8.5psi with 91octane CA crap formulation gas. Im sure that TCDs software is tuned for 94octane pump Sunoco. Im sure if I had 94 in this puppy, it would run 10psi easy.
So, on with the data log.
First is the 4th gear run...
The green trace is the throttle signal. I was able to dial in the AFRs very well with the SAFC-II. Essentially Id make a run, look at the log, change the SAFC and make another run. After ~ 8runs, that where Im leaving it. I can't run any higher AFRs with 91octane. Also, w/o the ability to adjust timing in the upper rpm range, Im stuck with ~12:1.
Heres a 3rd gear run to a higher rpm...
Again, AFRs are pretty nuts on for my system.
What is nice about this, I can estimate what hp this system is making by the AFM voltage. I believe as long as the AFM voltage is increasing, the car is making more power, as its taking in more air 8)
Plus, I can gauge if mods are making more power by the peak AFM voltage w/o having to run dynometer runs. Once I know what AFM voltage is making what power, you plot hp to AFM voltage and see right away what the changes are doing
So there it is. Im happy with the results. If only I could get 94 at the pump here, oh my.....
RussC
Ive been doing some datalogging with my system the last 4days. The results are very exciting. Pretty happy with the setup...to a point that I have it runing right now.
First, I haven't come up with a fault code in 3 days now. The 179 ECU needs to see the air metering device in certain voltage ranges for WOT. I had the AFM spring too tight and the ECU would throw a 1215(AFM error) after the first long WOT run. Some lossening of the spring 5 clicks from Dinans setting and bang, no more errors.
This makes sense, as Im running ~35% less air mass with this system since Im running 8.5psi with this M30b5 vs 13psi on the M30b34.
Also, I solved alot of my pre-detonation issues with the TCD software for the 179 ECU. While its not completely gone, Im able to run w/o pre-det on select runs. My real trouble still comes in the 4.5k-6k rpm range, where the J&S knock controller cant control timming. The TCD chip is still too timing aggressive in the upper rpm range @ 8.5psi with 91octane CA crap formulation gas. Im sure that TCDs software is tuned for 94octane pump Sunoco. Im sure if I had 94 in this puppy, it would run 10psi easy.
So, on with the data log.
First is the 4th gear run...
The green trace is the throttle signal. I was able to dial in the AFRs very well with the SAFC-II. Essentially Id make a run, look at the log, change the SAFC and make another run. After ~ 8runs, that where Im leaving it. I can't run any higher AFRs with 91octane. Also, w/o the ability to adjust timing in the upper rpm range, Im stuck with ~12:1.
Heres a 3rd gear run to a higher rpm...
Again, AFRs are pretty nuts on for my system.
What is nice about this, I can estimate what hp this system is making by the AFM voltage. I believe as long as the AFM voltage is increasing, the car is making more power, as its taking in more air 8)
Plus, I can gauge if mods are making more power by the peak AFM voltage w/o having to run dynometer runs. Once I know what AFM voltage is making what power, you plot hp to AFM voltage and see right away what the changes are doing
So there it is. Im happy with the results. If only I could get 94 at the pump here, oh my.....
RussC