Supercharger Vtec engagements and piggybacks?
03-08-2009, 10:59 AM
#11
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exactly the same
only difference is injectors couldn't run 1000cc's with an emanage and the map sensor
same tuner different dynos
same mani same turbo same exhaust same intercooler and piping.
only difference is injectors couldn't run 1000cc's with an emanage and the map sensor
same tuner different dynos
same mani same turbo same exhaust same intercooler and piping.
03-08-2009, 08:19 PM
#14
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first off, thanks for all the input. 
I guess the numbers don't tell the whole story but this dyno reads extremely low.
Examples:
Same AP1 with FIPK and 63mm testpipe = 164
Average AP1 dynos = 160
AP1 Greddy Turbo with 70mm single, TB = 212
Inlinepro 14psi meth & AEM = 320
The owner of the vehicle will be staying with Emanage Ultimate as we have Aircare here in Van, BC (basically California smog standards).
Hes happy with the tune and theres more to be had with more dyno tuning.
What we're wondering is if anyone is having the lean spike when lowering the transition?
Boost levels don't change much, it sees an extra .5 psi with the drop of 1000 rpm on VTEC transition, but the curve gains are huge. about 20rwhp/10 tq more from 4500 all the way up. the only problem with keeping it there is the 13.3 a/f spike during the transition.
anyone know if the the lean spot of 13.3 a/f during transition is safe for those 500rpm's @ about 3psi? i'm thinking its acceptable at such low boost levels/rpms...and was wondering what other members take on this is..
i'll see if i can get the member to chime in and post up his plots..
I guess the numbers don't tell the whole story but this dyno reads extremely low.
Examples:
Same AP1 with FIPK and 63mm testpipe = 164
Average AP1 dynos = 160
AP1 Greddy Turbo with 70mm single, TB = 212
Inlinepro 14psi meth & AEM = 320
The owner of the vehicle will be staying with Emanage Ultimate as we have Aircare here in Van, BC (basically California smog standards).
Hes happy with the tune and theres more to be had with more dyno tuning.
What we're wondering is if anyone is having the lean spike when lowering the transition?
Boost levels don't change much, it sees an extra .5 psi with the drop of 1000 rpm on VTEC transition, but the curve gains are huge. about 20rwhp/10 tq more from 4500 all the way up. the only problem with keeping it there is the 13.3 a/f spike during the transition.
anyone know if the the lean spot of 13.3 a/f during transition is safe for those 500rpm's @ about 3psi? i'm thinking its acceptable at such low boost levels/rpms...and was wondering what other members take on this is..
i'll see if i can get the member to chime in and post up his plots..
03-09-2009, 01:53 AM
#15
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^^ for the request on my plots
dyno/tuning all done on the same mustange dyno including the NA pull
03 AP1
NA
-K&N FIPK Intake
-T1R 63mm test pipe
9 Months later.......
Minor cleanup 2 days after the first intial tune
-CTSC Aftercooled
-SOS 3.6" Pulley
-750cc RC injectors
-Invidia 70mm Test pipe
-Greddy Ultimate w/boomslang harness
-AEM UEGO 30-4100
AFR's on same day of the cleanup
dyno/tuning all done on the same mustange dyno including the NA pull
03 AP1
NA
-K&N FIPK Intake
-T1R 63mm test pipe
9 Months later.......
Minor cleanup 2 days after the first intial tune
-CTSC Aftercooled
-SOS 3.6" Pulley
-750cc RC injectors
-Invidia 70mm Test pipe
-Greddy Ultimate w/boomslang harness
-AEM UEGO 30-4100
AFR's on same day of the cleanup
03-09-2009, 12:23 PM
#16
Originally Posted by MuckaLun,Mar 8 2009, 08:19 PM
first off, thanks for all the input.
I guess the numbers don't tell the whole story but this dyno reads extremely low.
Examples:
Same AP1 with FIPK and 63mm testpipe = 164
Average AP1 dynos = 160
AP1 Greddy Turbo with 70mm single, TB = 212
Inlinepro 14psi meth & AEM = 320
The owner of the vehicle will be staying with Emanage Ultimate as we have Aircare here in Van, BC (basically California smog standards).
Hes happy with the tune and theres more to be had with more dyno tuning.
What we're wondering is if anyone is having the lean spike when lowering the transition?
Boost levels don't change much, it sees an extra .5 psi with the drop of 1000 rpm on VTEC transition, but the curve gains are huge. about 20rwhp/10 tq more from 4500 all the way up. the only problem with keeping it there is the 13.3 a/f spike during the transition.
anyone know if the the lean spot of 13.3 a/f during transition is safe for those 500rpm's @ about 3psi? i'm thinking its acceptable at such low boost levels/rpms...and was wondering what other members take on this is..
i'll see if i can get the member to chime in and post up his plots..
I guess the numbers don't tell the whole story but this dyno reads extremely low.
Examples:
Same AP1 with FIPK and 63mm testpipe = 164
Average AP1 dynos = 160
AP1 Greddy Turbo with 70mm single, TB = 212
Inlinepro 14psi meth & AEM = 320
The owner of the vehicle will be staying with Emanage Ultimate as we have Aircare here in Van, BC (basically California smog standards).
Hes happy with the tune and theres more to be had with more dyno tuning.
What we're wondering is if anyone is having the lean spike when lowering the transition?
Boost levels don't change much, it sees an extra .5 psi with the drop of 1000 rpm on VTEC transition, but the curve gains are huge. about 20rwhp/10 tq more from 4500 all the way up. the only problem with keeping it there is the 13.3 a/f spike during the transition.
anyone know if the the lean spot of 13.3 a/f during transition is safe for those 500rpm's @ about 3psi? i'm thinking its acceptable at such low boost levels/rpms...and was wondering what other members take on this is..
i'll see if i can get the member to chime in and post up his plots..
03-09-2009, 12:40 PM
#17
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s2000Junky,
I noticed recently you've stepped up to 10.5 psi? What size/brand pulley are you running? And what management system are you running? Any partial throttle issues?
A while back (last summer), we've exchanged some PM's and I tried to VAFC fuel tuning trick you showed me, but it didn't work out as well for me as it did for you, so I zero'd out everything and went back to a straight up FMU tune at 7psi, and I started saving towards a Standalone system like everyone is suggesting. I'm getting close to getting all the parts needed, I'm just trying to decide if that new SOS heat exchanger is worth the 300 bucks since I'll be ordering their 3 bar MAP sensor and 10 psi pulley from them, I minus well do it together if its worth it.
I noticed recently you've stepped up to 10.5 psi? What size/brand pulley are you running? And what management system are you running? Any partial throttle issues?
A while back (last summer), we've exchanged some PM's and I tried to VAFC fuel tuning trick you showed me, but it didn't work out as well for me as it did for you, so I zero'd out everything and went back to a straight up FMU tune at 7psi, and I started saving towards a Standalone system like everyone is suggesting. I'm getting close to getting all the parts needed, I'm just trying to decide if that new SOS heat exchanger is worth the 300 bucks since I'll be ordering their 3 bar MAP sensor and 10 psi pulley from them, I minus well do it together if its worth it.
03-09-2009, 03:06 PM
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Originally Posted by 604S2000,Mar 9 2009, 03:34 PM
I had to order another 3.6" 10psi pulley from SOS today and apparantly they ran out. I ended up taking their last display model one they had. So you might want to contact them or even jump on the 3.4"!
Yikes! Thanks for the heads up!