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Old 11-01-2018, 06:29 PM
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BlwnAway BlwnAway is offline
Y Rated - 186 mph
 
Join Date: Sep 2006
Location: St.Louis, Mo.
Posts: 1,987
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Finally another update, the tuning has been coming along, but remote tuning the everyday and warm idle (the closed loop stuff) is a very slow process because of all the minor adjustments, esp now that we've gotten into the extra maps available with the newer VDO ECU.

Well, come to find out the the ByteTronik team has opened a shop in Austin TX with a new Mustang Dyno, and their tuner was in the states for a month.
So.... Road Trip...

I went down the weekend of the 20th, except for my new alternator going bad, it was a pretty good trip.

Ended up taking most of the first day to iron out the afore mentioned closed loop tuning, but it's done and runs perfectly normal. As a matter of fact if it weren't for the power, it drives completely factory, you'd never know that there have been so many changes and modifications to the car.
Then after replacing the alternator, we were able to get the pump gas WOT tuning done as well.

I'm very happy with the results, esp being on a factory ECU, and can't say enough about the time and care that the guys put in to make sure everything was right, top notch, all the way around.

Only thing that bums me out is that prior to the trip I completed the Aquamist install, but because of the alternator problem, there just wasn't enough time for us to do the W/M tuning. But no problem, doing the open loop WOT tuning remotely, is much less time consuming than the everyday driving.

Only other issue was my manual boost controller was a real PITA to adjust and stay consistent, and while it's good now, there's an electronic unit going in this weekend. It will allow much simpler and more accurate adjustments when going from pump gas to W/M tunes.

Speaking of boost, we ended up running out of injector at 22psi, so that is where it will live for pump gas, we'll be able to turn it up with the supplement of the Meth, so no need to get larger injectors for now.
Besides, these 650's are supposed to be one of the most efficient available because of their spray pattern and atomization characteristics.
(I can't help but wonder if they aren't a big part of my exceptional fuel millage. While I didn't calculate MPG on the trip, I can tell you that going from a completely full tank to low fuel warning light, I was able to travel 360 miles.)
And for anything who thinks you can't road trip a car with all these modifications, except for the freak alternator issue, the trip was 1700 miles total, and everything just worked.

Here are a couple of pics of the W/
M install and some dyno graphs.
(For some reason, the final tune in those graphs is not the best number, best number was 329, but I'm not going to cry about 7 hp on a graph, you could lose or gain that with a temp or atmospheric change, if I do get that graph, I'll post it up later)
And since I won't be on that dyno for W/M tuning, I'll adjust the virtual dyno settings to best mimic the actual dyno (weight and dyno type) in order to get a good representation of the W/M changes in power.

So here's the obligatory "on the dyno" pic:

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This first graph is a comparison of how the car was when I first got there, running 27 psi:

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This is a comparison of safe boost at 22 psi, before tuning:

Click the image to open in full size.

Here are the W/M install pics, with my injector size and probably running 100% Meth, the jetting calculated out to be in the neighborhood of 1.3-1.5mm, so instead of spraying that much so close to the MAP sensor, I'm doing split delivery as suggested by Jeff Howerton, .6mm Pre-T/B and adjust the Pre-Turbo as needed.

W/M Tank install:

Click the image to open in full size.

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New CAI Filter Positioning:

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Rear W/M Nozzle, Pre-Turbo:

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Front W/M Nozzle, Pre-T/B:

Click the image to open in full size.

I guess that's about it for now, new boost controller should be in and setup this weekend, then on to the W/M tuning, as weather permits.
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