quick update, I ran 104 octane yesterday (straight with no mix), did not change requested boost in the mid-range. Not sure why my GIAC file is only requesting 1850-1975hPa between 4000-5000rpm, seems low in that region?
quick update, I took an unusual approach to my boost bleed issue. Once I figure out the kinks, I will post the results with logs. Hopefully this method will bring more dual-pulleys onto the table for others who would rather stay with their current tune (GIAC, Uni, 034Motorsports, and anyways else).
As for GIAC requesting 1850-1975hPa, I just realized that with a single pulley set-up, it’s more than enough in that RPM range to meet, but not exceed targets. I also ordered my first piece of my cooling system puzzle (AWE coolant reservoir to divorce my system w/ a mixture of redline water wetter).
Sounds interesting :
sub for your coolant reservoir divorce updates.
Why would your octane rating change the tuning parameter? Does GIAC hear an alarm when you fill up with good gas, then they send a guy to quickly retune your car?
I was more testing it to see if the requested amount was “low” due to fuel starvation; as it turned out, that wasn’t the case and it was simply the tuning.
On a side note: to me, the car actually feels better and more consistent running e85/93 than straight 104 octane
Its back ordered until 04/14/16, so it’ll be a few weeks, right at the start of FL heat/humidity season.
I don’t get that either. Fuel starvation isn’t going to be sated with octane. If there’s a fuel delivery issue it doesn’t get fixed by increasing octane.
I thought Loe was investigating the possibility of low fuel pressure because of too much ethanol/E85 ?
You both are correct.
cross post from AZ…
quick update, Jran/Bhvdr/Jones/MrMomo/Primetime do you guys want to see my logs that I’ll do tonight? Let me know…
The CW (Chipwerke) took a whopping 3 minutes to install once out of the box, holy cow is this thing simple. The downside is that I feel the wires aren’t long enough to move the box to a cooler area of the engine bay. I ordered the Pro box w/ a stage 2 file loaded (figured since the OD crank pulley is essentially added a stage 2 one top of a stage 2, I’d need a box with a stage 2 loaded on it to keep the bypass shut).
Initial impressions, this thing increased low-rpm TQ from my standard GIAC stage II file not designed for a dual-pulley. There are some upshift hiccups at heavier throttle settings (like 75%), particularly on the 3-4 upshift which in reading other threads, says that resetting the ECU/TCU will allow it to re-adapt, which I will do sometime this week. The hiccups don’t occur at WOT or at more sane accelerator positions.
My 5,250rpm surge in boost is now gone (the GIAC file goes from 1975 hPa to approx. 2200-2300hPa abruptly at that time, which you do not feel on a regular stage II, but you will feel it on a dual-pulley with the extra potential boost it is capable of). It’s replaced by a nice smooth power from mid-range to redline, no hiccups in power delivery.
Which tells me either:
- The bypass is fully closed (or at least consistently closed near 0% to give me that impression), and the car is reaching max boost for a dual-pulley set-up throughout the entire rev range.
or
- the bypass is consistently opened to prevent that 5250rpm surge in boost (meaning it consistently stays at 1975hPa throughout the entire powerband).
judging by my a$$-dyno, I am venturing into option #1, which I will be verifying with logs. No CEL yet, no ghost codes showing pending overboost/underboost. This may be the solution for those wanting to run a dual-pulley without having to switch brands. Time will tell
On a side note…
I do miss that 5250rpm power spike, the surge was pretty awesome.
…to clarify, I stacked the CW on top of the GIAC. It plugs into the manifold sensors only.
I’d like to see the logs. Send them to my email if you can.
do you hate your car? wtf
Did a quick log this afternoon gears 1-4, however even though I hit the turbo button, it did not turbo? so i’ll redo it later tonight when its cooler outside and when I can get a full log (or at least figure out why its not capturing everything on the ross-tech).
cliff notes, BPV stays shut through the mid-range up to the shift points (then it opens it and quickly recovers to 0%), ignition timing hits 27-28 degrees, zero correction, engine load see’s approx. 92%.
Something interesting, since its intercepting the signals, the requested hPa does not deviate from GIAC own tables, however, the manifold hPa is showing approx. 550-600hPa lower than with just the GIAC Stage II, even though the BPV = 0%, which tells me that the CW is intercepting the signal to keep a OEM tune happy.
time will tell, I would not do this without logging. So far so good though!
Hi all,
Thought I would at least share some logs in efforts for others to continue development of dual-pulley files or at least do their own experimenting. Here are some logs after cleaning them up; I thought I’d share in the mean time. Conditions are 66F, 40% humidity, elevation 50Ft, pressure 30.12, DA = + 606ft, substantially better conditions than my first set of logs at +4023ft that I sent out via emails. DA’s on a very humid morning with very low pressures.
https://drive.google.com/file/d/0B74bb92rd5BINF9RblNXdGVmWVU/view?usp=sharing
In the logs, the first set is from gears 1-4, then 10 minutes later gear 3rd gear only. In between the logging, I did 2 additional WOT runs without logging. From the two logs, the IAT’s creep up, but it does recover quickly between those WOT runs, ignition correction is kept to a minimum in cyl 1 and 3, overall actual timing is good, some by-pass in the lower gears but stays mostly closed. If you are wondering why the “actual” hPA is low compared to the requested even though its a dual-pulley car, its because the CW is sending modified data to keep the BPV closed. I know there are objections to this method, and I have my own reserves as well, however the ECU still has its safegaurds in forms of knock correction, EGT’s, IAT’s and other variables that the CW does not alter to keep it safe or open the BPV to keep it safe. With that in mind, use at your own risk obviously.
I can say that the car flies in this weather [race], and this week our DA’s should be approx +200 - 400 ft. on Thursday evening and Saturday morning test-n-tune, so I hope to make a good pass so long as the Michelin PSS’s hold up (their acceleration traction isn’t as good as the OEM Dunlop Sport Maxx GT’s IMHO).
oops link above does not work, here it is…
https://drive.google.com/file/d/0B74bb92rd5BINF9RblNXdGVmWVU/view?usp=sharing
That look to have done exactly what you wanted Loe.
I take AFR etc are all in check
So far so good. I still occassionally get some BPV action in the 4,300-5,000rpm range, but I have my Chipwerke currently set ay 10% (Mike may confirm, but I believe the 5-1 setting is 10% above the standard pulley), which would mean that without the Chipwerke in that region would have exceeded the current values by “n”+10%, not due to conditional factors but due to exceeding boost request without the Chipwerke. AFR are exactly where it should be in terms of running 38% of the extra 33% fueling it would take with full E85 (since I’m running 37.7% mix, if that makes sense), short-term fuel trims max’s at 14%, below the high threshold. I have not logged long-term just yet though!
Weather will be holding up for Thursday & Saturday for me; high 60’s-low 70’s, should be a cool breeze after the AM rain, and the cold front that will be coming through that evening and holding into Saturday, Saturday for sure will have low humidity putting DA’s right around where I ran my 11.487 prior to the dual-pulley, so it should be for an almost apples-to-apples comparison.