My results from TMP (Aug 29, 2012)

B8 S4
#1

A few of us went down to TMP yesterday for their Test N Tune event. Usually Wednesday are relatively slow nights with 25-40 cars max. Last night was different. I’d say at its peak there must have been 80 cars in the pre-staging lanes (40 cars each lane).

Anyway here are my results:

Track: TMP (elevation 630ft)
DA: 1,534ft (this was at 7pm the time of my best run)

Car:

  • 2010 Audi S4
  • 51k km

Mods:

  • APR stage 2 V2 (93 file)
  • Start intake
  • 034 motorsport HFC
  • Milltek Resonated Exhaust
  • Lightweight wheels
  • APR CPS unit

Fuel:

  • Petro 94 (just under a 1/4 tank)

Run 1
60’ … 1.811
330 … 5.176
1/8 … 7.952@87.95 mph
1000 … 10.346
1/4 … 12.350@113.63 mph

Run 2
60’ … 1.862
330 … 5.266
1/8 … 8.069@87.87 mph
1000 … 10.476
1/4 … 12.495@112.11 mph

Run 3
60’ … 1.902
330 … 5.356
1/8 … 8.183@86.78 mph
1000 … 10.615
1/4 … 12.643@112.54 mph

Run 4
60’ … 1.841
330 … 5.241
1/8 … 8.057@87.60 mph
1000 … 10.476
1/4 … 12.514@111.16 mph

Run 5
60’ … 1.865
330 … 5.284
1/8 … 8.107@87.83 mph
1000 … 10.538
1/4 … 12.579@110.91 mph

Besides the first run I wasn’t too excited about my times.

I was talking with Sak about possible causes of the drop off in performance (best trap 113.63 vs worst 110.91) and we couldn’t think of any GOOD reasons. I thought maybe it related to the ecu pulling timing to conserve fuel as I was getting low on gas? Sak thought my car just was rejecting the revised tune for some reason?

It wasn’t until I got home and checked my CPS overflow reservoir and saw that it was actually low! Interesting! I could still see liquid but it was definitely lower than what it was when I left for the track. Now I’m thinking that there may have been some air left in the system which caused the IAT’s to spike and as a result pull timing to protect the engine?

Any thought’s or opinions?

Side note, As I was so low in gas I was forced to fill up at a Pioneer gas station using 91. I figured by switch my tune to stock I’d be okay! Not sure that’s the case! :-[ This morning driving in to work at every stop light my car would rough idle. after the third stop light/rough idle experience I found my nearest Petro 94 station and put about 50L of gas in. Since that fill up I have only had one additional occurrence which was shortly after filling the tank so hopefully I won’t experience the rough idle anymore.

#2

lol that Pioneer gets all of us when we’re desperate for fuel. So many fast cars are limping home after throwing some Pioneer pisswater in.

Those CPS seem to cause problems if they’re not perfectly dialed in. Richi had some trouble, as did another member. Arin ahnell was helping richi, so maybe richi can chime in?

primetime said this when skidrowe was concerned his wasn’t up to snuff…

[quote]Skid/Flowtech, Per the instructions the installer should have used a vaccum tool to purge the air from the system as this is a critical step… There usually remains a little air in there either way… What I did for the first month or so is after driving open the resivoiur and if it was low add coolant… I ended up adding a few cups over that month… I have the instructions if you want to see them I can email them to you just send me an email address…
[/quote]
Here’s the timeslip for your 12.514 run against me in the left lane

http://i375.photobucket.com/albums/oo193/sakimano/C360_2012-08-30-09-05-36-1.jpg

#3

yea if theres air in the line or a leak constantly bringing in air, your car will not be happy. when the charger spins up and an air pocket his the intercoolers the blower heats up dramatically and cuts power. if you look for my awe dyno day charts you can see it happening at the higher rpms. i would also feel it happen on the highway if i was beating on it, post 5500 rpm in 3rd 4th and 5th gear the car would begin to sputter heavily. the sputtering was so dramatic that it almost felt like a fuel filter being clogged up with debris that was slowly shooting bits and pieces out allowing surges of fuel. turned out that the coolant pump was in fact leaking and after replacing it the problem has been gone 100%

#4

Interesting re higher RPMs

remember last night bear when I was saying your ‘ratios’ were off? i.e. the second half or final 3/4 of the track, your car was giving up time on every pass pretty much, vs. what B8 S4s normally do.

I’m a math geek and have this massive spreadsheet where I’ve compared all of these things so I have a pretty good idea where someone is losing ground in a quarte rmile pass that is disappointing.

#5

Yeah… I used a radiator pressure tester to pull, what I thought was, all the air out of the system. I know when I used the RPT it was holding pressure so I don’t think I have a leak… Though I also thought I got all the air out of the system so…

Not sure what to do from this point? Should I try to load the event by doing some pulls or maybe heading back to the track? take it to a shop with a vacuum pump?

Back to my time slips… I actually checked my best slip from the spring and my best run was 12.22 @ 113.3mph so last night I actually picked up MPH in much less favorable conditions. I really think this car could get into the lower 12.1’s on pump gas the way its setup I just need some nice cool fall weather and to sort out my perceived CPS unit issue.

#6

when we went in the spring it was better, but not much. It was 281 feet of altitude when I went 12.75 @ 108.3, near 3 pm or so. Last night it was around 1000-1200 for most of the time. That’s not a massive amount.

Your MPH variation was pretty weird. I’d submit that you’ve never seen that before. 110.9-113.6 for a DSG car is big.

#7

Nope… when my best time was run it was at 11 am April 7th. Drag times has the DA at -209 so the total difference is almost 1800ft. In my opinion that is a big difference!

Yeah the MPH variance is weird! It really does seem to point to a problem not related to the driver lol! I still don’t fully understand why the CPS unit still had air in the system and why it is so symptoms are so prevalent in the higher gears?

#8

i look at these 93 octane numbers and they aren’t too far off my 100 numbers when in a negative DA.

Ugh I need to start logging (damn vagcom cable i have is for mk5 only, need to fork out for a new one)

#9

It would make sense that the hotter air would put a hugh stress on the IC for the car. Chances are with the high DA and high temps. The car wasn’t able to grab and compress as much CFM.

#10

[QUOTE][quote]when we went in the spring it was better, but not much. It was 281 feet of altitude when I went 12.75 @ 108.3, near 3 pm or so. Last night it was around 1000-1200 for most of the time. That’s not a massive amount.

Your MPH variation was pretty weird. I’d submit that you’ve never seen that before. 110.9-113.6 for a DSG car is big.
[/quote]
Nope… when my best time was run it was at 11 am April 7th. Drag times has the DA at -209 so the total difference is almost 1800ft. In my opinion that is a big difference!

Yeah the MPH variance is weird! It really does seem to point to a problem not related to the driver lol! I still don’t fully understand why the CPS unit still had air in the system and why it is so symptoms are so prevalent in the higher gears?
[/quote]
Yeah I didn’t know the DA in the morning, just when I went 12.75 @ 3pm.

1800 feet is significant enough to mean probably two tenths and around 1 or 2 mph.