MyE28.com

Well, I finally got curious enough to run to the dyno today. I spent about an hour on it and did 8-9 pulls. Here's the first and last pull:



Some notes: the AFR reading for the dyno was at least 6/10ths higher than what mine said in the downpipe. I got it to where I was reading between 12-12.5.

I actually made slightly higher numbers on a run before the last pull (only a few units). I think 311 was the highest.

I think I need to mess with accel enrichments, because the AFR was a little smoother before 4k on some runs, but sometimes it would wander. Any other ideas? Better grounds to make cleaner signals?

I chickened out going for more boost. I think I'll mess with the tuning more and maybe go back in a little while.

Other suggestions? I can post some logs here in a bit if anyone is interested. I didn't really mess with the SparkAdv any because I don't know what I'm doing there. The dyno operator thought that looked pretty good, so I left it alone.

What boost level was this? Good work on getting the AFR in line.

13 (.9 bar spring).

I should probably add, though it is obvious, that these were all hot pulls. Water temp was anywhere from 180-210 depending on how long I spent tuning between runs.

Does that say it was 89 degrees ambient on your last run? If so, that's a pretty good run for that temp!

Good job on getting 40 RWHP and 40 RWTQ more just from tuning!

Was there anyone else at the dyno when you were there? I'm curious what their AFR readings were compared to the dyno. They could've had a mis-calibrated sensor. . . or yours could be off some how, of course.

So, those numbers are without fooling with the timing, huh? Good job! There's more to be had with more tuning and playing with your timing, though. Do you have an EGT sensor?

If you're running a cat then the AFR readings before and after will be different.

Yeah, I suspect it was about 90, but I didn't pay any attention.

I do not have an EGT sensor. I'd trust my WBO2, and I'm sure the difference was just the cat, as Sweeney said.

There's definitely more in the car, but I consider it successful since I could drive the car home with more power than it had an hour earlier.

Those graphs look great. Good work on the A/F ratios.

Skeen wrote:. . . I consider it successful since I could drive the car home with more power than it had an hour earlier.

Yeah. 40 more HP! That's amazing, Mike. Again, great job!

I just got lucky, it was only a matter of dumping fuel in.

Duke M535ti wrote:What boost level was this? Good work on getting the AFR in line.

+1 (the AFR part)

So, I did a couple runs on the street this afternoon. When looking at the logs afterwards, it took me a second to figure out what was going on here. Who else knows? I thought it was great.

I'm no expert at looking at this, but three things I notice:
1) Maintaining positive manifold pressure during the shift
2) The throttle opening appears greater after the shift.
3) Also after the shift, you appear to be getting full boost (max MAP) earlier in the RPM range.

-tammer

I'm specifically talking about where the vertical line is, sorry.

Skeen wrote:I'm specifically talking about where the vertical line is, sorry.

Didn't break the tires loose, didja?

-tammer

You had a dip in RPM. It could have been anything. Maybe a load change, a rich spot in fuel delivery, timming glitch?

The dip was very small, and as long as it was a once occurance, not to worry about.

By the way, nice #s. Looks good.

RussC

It was wheel spin. You can tell it slowly starts slipping a little earlier and the "dip" is actually where it hooks up again.

Skeen wrote:It was wheel spin. You can tell it slowly starts slipping a little earlier and the "dip" is actually where it hooks up again.

What do I win? ;-)

-tammer

Free track instruction when you come back to the southeast.

Skeen wrote:It was wheel spin. You can tell it slowly starts slipping a little earlier and the "dip" is actually where it hooks up again.

Sounds to me like you need traction control. Try that in the rain.

Duke M535ti wrote:

Skeen wrote:It was wheel spin. You can tell it slowly starts slipping a little earlier and the "dip" is actually where it hooks up again.

Sound to me like you need traction control.

Good on ya Duke!

Yup, it was downright out-of-control!

Skeen wrote:Free track instruction when you come back to the southeast. ;)

I'll take you up on that--I need all the help I can get.

-tammer

Sorry if this is an obvious question, but what set up do u have? I cant for the life of me remember!
And well done! Looks great!

SilverBullet wrote:Sorry if this is an obvious question, but what set up do u have? I cant for the life of me remember!
And well done! Looks great!

x2. Is that a MS?

TCD S2, MS2 w/ EDIS. Bone stock B34 w/ MLS and head studs.

Mmm,
so you controlled the wheel spin w/o lifting from WOT?

RussC

russc wrote:Mmm,
so you controlled the wheel spin w/o lifting from WOT?

RussC

I would say, traction increased due to other variables... tire heat, road conditions, etc.

It wasn't excessive wheel spin. If it had been, RPM would've jumped a helluva lot more than that. Yes, it was wheel spin. Yes, it stopped without me lifting.

Skeen wrote:TCD S2, MS2 w/ EDIS. Bone stock B34 w/ MLS and head studs.

So I swear that I am not trying to start anything, but please just take this as a constructive question. I kind of figured you TCD Stage 2 guys were making more like 400whp in which case I see the benefits for this setup. I don't follow the forced induction board very much and am not a turbo expert, but I lurk enough to have picked up some stuff.

My E34 M5 3.8 liter euro with the chip was supposed to make about 300-310 at the rear wheels (other 3.8's with identical tune, i.e. stock, and this ecu were dynoed and generated these numbers). I understand that the E28 is probably 4-600 pounds lighter than an E34 M5 3.8 (my car was 3800 pounds on a truck scale), but other than expensive engine parts in an S38 (rod bearings are the 3.8 liter weak point), couldn't you get an S38b38 and put it in there for less than $10K? Obviously the turbo would make a bit more torque though since a stock S38b38 makes about 295 lb/ft at the crank.

Maybe I'm missing something so that's why I'm asking. I don't want to have to put a flame suit on, so be gentle. I'm not being an ass, just asking.

Adam Wilson in Chicago wrote:

Skeen wrote:TCD S2, MS2 w/ EDIS. Bone stock B34 w/ MLS and head studs.

So I swear that I am not trying to start anything, but please just take this as a constructive question. I kind of figured you TCD Stage 2 guys were making more like 400whp in which case I see the benefits for this setup. I don't follow the forced induction board very much and am not a turbo expert, but I lurk enough to have picked up some stuff.

My E34 M5 3.8 liter euro with the chip was supposed to make about 300-310 at the rear wheels (other 3.8's with identical tune, i.e. stock, and this ecu were dynoed and generated these numbers). I understand that the E28 is probably 4-600 pounds lighter than an E34 M5 3.8 (my car was 3800 pounds on a truck scale), but other than expensive engine parts in an S38 (rod bearings are the 3.8 liter weak point), couldn't you get an S38b38 and put it in there for less than $10K? Obviously the turbo would make a bit more torque though since a stock S38b38 makes about 295 lb/ft at the crank.

Maybe I'm missing something so that's why I'm asking. I don't want to have to put a flame suit on, so be gentle. I'm not being an ass, just asking.

No flame suit needed. The TCD S2 is "capable" of far more power. Skeen isn't running the highest boost right now and it looks like theres some room for some tuning improvements. If you look at one of Todd's dyno graphs you'll see that the system made over 400wtq between 3000 and 5000+ rpm.