Practical Standalone Tuning: Step 9: Full Power Tuning
Watch This Course
$229 USD $114.50 USD
-OR-
Or
8 easy payments of only $14.31
Instant access. Easy checkout. No fees.
Step 9: Full Power Tuning
36.51
| 00:00 | - Alright we are now at the final step that we can complete on the dyno which is our full power ramp run tuning and this is the exciting part of the tuning process. |
| 00:10 | What we're going to be doing here is starting at our minimum wastegate spring pressure, again we've still got our boost controller disabled as we've had it for our steady state tuning and we're going to start by running our engine through to maybe 4500 to maybe 5000 RPM. |
| 00:26 | Bearing in mind we've steady state tuned up to 4500 RPM so we could rightly expect our fuel and ignition timing to be in the ballpark already. |
| 00:33 | So we can creep a little bit out past that because we're not going to expect our VE to change dramatically in just 500 RPM. |
| 00:41 | As you become more confident you can creep a little bit further out, being ready of course to always back off the throttle and clutch in if you're not happy with anything you're seeing, if maybe your fuelling is too rich or too lean or alternatively if you are hearing any knock, always best to abort the run, fix whatever's wrong and then come back and try again. |
| 01:00 | Now before we actually make any tuning change or any ramp runs I should say, what we're going to do is start by highlighting our 100% throttle row here and we can also extend this down to our 80% throttle and what we're going to do is just add a couple of percent to these cells so we're just going to add a little bit more fuel. |
| 01:21 | So again we just want to really be richer rather than lean as we move into these areas under ramp run conditions. |
| 01:29 | We'll also head across to our main ignition table and we're going to essentially make the same changes here so we know we've steady state tuned pretty well but what I'll do is from around about 160 kPa and above we'll just highlight the entire table for the moment and we'll subtract 2° out of this so again we want to be safe, little bit retarded in the timing and a little bit rich on our fuelling. |
| 01:51 | Let's head over to our dyno and we'll just have a look at our controls here. |
| 01:56 | So during our ramp runs we'll be able to monitor our manifold pressure on the top graph here, in the middle we'll have our lambda, and at the bottom we're going to have our power. |
| 02:07 | Before we do this though what we'll also do for our centre trace here for our lambda, let's set ourselves a target here at 0.80 lambda. |
| 02:17 | For our lower boost we're going to be a little bit leaner than this, for our higher boost we're going to be a little bit richer but let's give us a visual guide straight away of where abouts we are. |
| 02:28 | Likewise for our boost pressure what we'll do is we'll set a maximum line here at 22 psi which is about where I expect we're going to be when we are running on our boost setting 3. |
| 02:41 | Everything's looking good there, we'll go across to our setup and have a look at that. |
| 02:43 | So what we've got, at the moment is a setup that's going to take us through to 7500 RPM which is probably just a touch optimistic. |
| 02:51 | So what we'll do as I mentioned, for our first run, let's just creep ourselves out just a little bit beyond where we have tuned, we'll go out to 5000 RPM. |
| 03:02 | So that's what we've got there, we're going to be starting at 2000 RPM. |
| 03:06 | So at this point we're ready to perform our first run so we'll get our fan up and running, we'll just get rid of any heat soak and we'll get our first run on the board. |
| 03:30 | Alright our first run complete there we can see, 209 horsepower at the wheels so not really worried about power at the moment, we're only running broadly just under 10 psi, we can see that the turbos are relatively slow to build boost which we've already seen during our steady state tuning. |
| 03:46 | Our fuelling, we can see that it's all looking pretty good, it's moving around a little bit but to get a better idea, let's jump into the EMtune software and we'll have a look at what we've got. |
| 03:57 | So what I'm going to be doing or making use of here quite a lot of is the lambda live graph which we can see here. |
| 04:04 | I've actually paused this, you can pause and unpause it by pressing the P key. |
| 04:08 | And this is important because we can then place a cursor anywhere on this and we can see our measured air/fuel ratio vs our target and we can make any corrections that are required. |
| 04:21 | So for a start we can see that when we first get our ramp run going here, we are at about 2000 RPM and we can see that we actually move quite a lot richer. |
| 04:32 | So what we can do is we can come up to our VE table, we can press the spacebar and we can see exactly where we were on this. |
| 04:41 | Now we haven't strictly got any big holes or rich areas or large changes here in this table so at the moment, let's concentrate on the higher RPM area where we're starting to track towards our boost and from about 3300 RPM all the way out to the end of our run we can see that we are a little bit leaner than our target. |
| 05:00 | At this point we're targeting 0.83 and we're at 0.85 so we're around about 2 to maybe 3% rich all the way from 3300 through to about 5000 RPM. |
| 05:13 | So what we're going to do is address that, we'll highlight the areas that we are tuning in and we're going to use our multiply function. |
| 05:22 | So we're going to add 3%, we'll do that by entering a value of 1.03 and then pressing the multiply symbol. |
| 05:29 | Now at 5000 RPM we also haven't actually tuned that row, that column in steady state so the change that I've made there, I'm also just going to extrapolate that down so we're going to make that below that point, 1.03 and again just because it looks like our guess was maybe a little bit inaccurate so for safety's sake, what we're going to do is also extrapolate that change our to the higher RPM rows as well. |
| 05:57 | Alright so we've got some broad changes made there, let's get another run on the board and we'll see what we've got. |
| 06:04 | Because we were already pretty close though, I'm also going to make a change here and we're going to run ourselves out a little bit further, let's go out to 6000 RPM now. |
| 06:14 | Now I'm making a 1000 increment jump here, definitely when you're just getting started it's always better to creep up in small increments so I would suggest starting in 500 RPM increments and moving out. |
| 06:26 | However here we're pretty confident that we are close enough to the ballpark and we're going to go in 1000 RPM increments. |
| 06:33 | I also won't bother saving that particular run, there's no real need at this point so we'll go to our setup here. |
| 06:41 | And we'll increase our end speed to 6000. |
| 06:45 | Alright we're ready to make another run so let's get that going now. |
| 07:04 | OK our second run complete there, 275 horsepower this time. |
| 07:07 | We can see that our air/fuel ratio for that last 1000 RPM there is tracking pretty closely. |
| 07:12 | Boost pressure's under control so let's have a look at our log, our live graph here and we'll see what we've got. |
| 07:20 | So we've still got this rich hole which we'll try and address this time around. |
| 07:23 | We've got another little rich area here as well but before we do that, let's just have a look. |
| 07:30 | For the most part here, from around about 3500 RPM right up to the top of our run, 6000 RPM, we can see that we are just slightly lean. |
| 07:39 | I'm not going to get too fussy right now, I'm going to again make a broad change here so we'll highlight 3500 RPM up to 6000 RPM and this time we'll only add 2% so 1.02. |
| 07:52 | Again I'm actually going to make that change everywhere above as well. |
| 07:58 | So we'll highlight all of those areas, 1.02 and again we will make that change below our zones we've just changed at 5000, 5500 and 6000 RPM. |
| 08:11 | So again just basically extrapolating the sort of errors we're seeing out into those areas that we haven't steady state tuned. |
| 08:19 | Alright so let's have a look at the area here where we are a little bit rich. |
| 08:23 | So this is happening at around about 1900 to 2000 RPM. |
| 08:30 | So what we'll do is we'll start by highlighting the area at 2000 RPM. |
| 08:34 | We are around about 7% too rich at this point. |
| 08:40 | So I'm not going to make a full change of that, let's make a change of 5%. |
| 08:44 | So we'll enter 0.95 and multiply. |
| 08:48 | We come back to being about right here at 2300 and then we drop a little bit rich again at 2674. |
| 08:57 | Now this is an area where we don't have a zone, there's not a lot we can do about this and this is where adding some additional zones can be beneficial. |
| 09:06 | Particularly we may find that in this area, we look at our RPM, we're actually closer to 1800 so we may want to add a couple of zones here so let's go ahead and do that now, really easy to do. |
| 09:18 | We can simply come down here to the areas we're working in, we'll press the insert key and we'll enter a break point at 1750 RPM and we'll enter another one here at 2250. |
| 09:33 | This just allows us to be a little bit more precise with where we are actually making these changes. |
| 09:40 | Let's just go OK and we'll allow that to interpolate and I just wanted to check again as well here, and I think we're probably going to add another one in here at 2750 RPM so let's go ahead and do that. |
| 09:55 | Alright so we've added those sites in, we've interpolated. |
| 09:58 | So in its own right, that's not going to actually make any effect right now to our tuning but it will allow us to be a little bit more pinpoint accurate in those areas. |
| 10:06 | Now we had already highlighted from our lambda plot here that 1750 RPM, we probably also are just a touch rich so what I'm going to do before we make any further runs, we'll just pull a little bit of fuel out there, we'll enter 0.97 so we're pulling 3% out there and again the other site that we added in there at 2750 RPM, let's go through to that point there and we'll take out 3% there as well. |
| 10:35 | Alright so we've got our changes made, now these will be iterative, we might not get these right in one shot but it's going to be getting us closer each time if we're doing our job right. |
| 10:47 | What we'll do now is get another run underway but before we do that, we will just adjust our RPM out and this time we're going to come out to 7000 RPM. |
| 10:57 | Alright let's get our next run underway now. |
| 11:20 | Alright we've got our run complete now out to 7000 RPM, we can see we're making 312 horsepower on approximately 10 psi. |
| 11:28 | Fuelling's looking pretty good from the dyno plot, everything's really tracking as we'd expect, let's have a look into the EMtune software and particularly in the higher RPM areas we can see that our air/fuel ratio is tracking really really nicely. |
| 11:43 | We're always within about 1% of our target. |
| 11:46 | We've got a couple of areas here that we might want to get a little bit fussy with here, 4700 RPM, we can see that we're about 1.5, 2% rich, possibly a touch lean here. |
| 11:58 | But generally if I'm within about 1% of my target, I'm going to be pretty happy with that. |
| 12:02 | We still do have these couple of rich holes here as we ramp through so this is something again we're going to iteratively address here. |
| 12:11 | So we've basically got our first ramp run complete there on our minimum boost setting. |
| 12:18 | We'll actually go through to 7500 RPM but what we'll do is just jump ahead a little bit, rather than making a bunch more changes, a bunch more ramp runs here, let's have a look at what we ended up with once we've got our VE table dialled in at this minimum boost level. |
| 12:34 | OK we've now got our fuelling essentially dialled in under wide open throttle conditions and if we look over at our dyno for a start, we can see we've got the dyno displaying about 310 horsepower. |
| 12:46 | Again we're not really worried about the horsepower too much at this point. |
| 12:48 | We can see our lambda plot's looking pretty good on the dyno screen. |
| 12:51 | Let's jump into the EMtune software and we'll have a better look at what's going on. |
| 12:54 | So we can see that now our lambda plot's looking pretty much on point. |
| 12:58 | We do still have a little bit of oscillation down at lower RPM but nothing I'm going to be worried about and basically from 4000 RPM up to the point we reach the end of the run we are always within about 1% of our target. |
| 13:12 | So at this point our fuelling is complete and we're going to move on and look at our timing, hopefully we shouldn't need to come back and address our VE table as we move through this but we'll see how that all pans out. |
| 13:26 | We can also see our VE table's still looking reasonably smooth, we have now introduced a couple of little dips and hollows, dips and peaks here at lower RPM in our VE table around those areas that we added in, just to get control over that fuelling under the ramp run transient conditions there. |
| 13:43 | Right so we'll head over to our ignition table and what we're going to do is start with our ignition table here. |
| 13:51 | We're going to highlight, remember we pulled 2° out from 160 kPa and above so we're going to simply start by adding those 2° back in and we'll see what that does for our power. |
| 14:03 | In order to do this, what we're going to do is save the run we've got here and we'll call this tune 1. |
| 14:12 | This will allow us to overlay it on top of the next run and in order to do that we'll just bring this up so it will show live so we'll know straight away during the ramp run if we are doing better or worse with that additional 2°. |
| 14:24 | Also when we are doing this, when we're looking for small changes, also worthwhile mentioning we want to make sure that we are starting the ramp runs from as close to the same conditions as possible. |
| 14:34 | I'm talking about engine coolant temperature, and our intake air temperature so it's always worth just monitoring those. |
| 14:40 | Let's get our next run underway. |
| 15:02 | OK so we can see there we've picked up power during that ramp run just about everywhere but particularly from about 5500, 6000 RPM and above we saw quite a dramatic improvement. |
| 15:13 | We're now up to 319 horsepower so definitely a step in the right direction. |
| 15:16 | The gain that we saw at lower RPM really was relatively minor so I'm not going to go and chase my tail on timing there. |
| 15:25 | What we want to do is in areas that we did see an improvement in our torque, power, we want to double down on that and add some more timing, provided of course we weren't having any knock. |
| 15:37 | So what I'm going to do there is from 5000 RPM and above or 4500 and above we will add a little bit more timing to that. |
| 15:46 | So 4500 RPM and we'll just highlight back up to 160 kPa. |
| 15:52 | Let's start by adding another 2° and we'll get another run underway. |
| 15:58 | We'll save this one as well so that we can now overlay with this particular run. |
| 16:03 | Again we'll straight away be able to see the effect of that additional timing so let's do another run now. |
| 16:28 | Alright so this run, we have picked up a little bit of power but interestingly we can see that that power gain was predominantly right at the very end of the run. |
| 16:35 | We definitely didn't see any gain at lower RPM. |
| 16:38 | So what we're going to do is simply start by taking that 2° that we just added, all the way back out, so we can do that by highlighting that same area. |
| 16:48 | In this case, 7500 RPM was the maximum RPM we ran there so I'll take that timing out up to 6500 RPM, remembering right at the end of the run we did see a gain. |
| 17:00 | And we'll just taper that in as well. |
| 17:03 | So 7000 RPM here we'll take 1° out, 7500 RPM, we'll leave all of the timing in. |
| 17:10 | Now the fact that we've just added 2° of timing at 7500 RPM and 1° at 7000 RPM, ideally what we want to do is extrapolate those down to the lower load areas as well. |
| 17:22 | Bearing in mind that we didn't steady state tune those. |
| 17:26 | So for the sake of completeness we will do exactly that. |
| 17:29 | Again not super critical here because we aren't going to be spending a lot of time in that area. |
| 17:35 | But just for the sake of completeness, this is the process we'll follow through. |
| 17:39 | So I'm not going to chase any more power gains there at that low boost setting. |
| 17:44 | We got to a point where the sort of gains we're seeing are very small for the gain in timing so for the sake of safety I'm going to leave the timing where it is at this point. |
| 17:55 | This is always sensible, if you get to a point where you're only seeing minor gains, a couple of kilowatts here and there then if you want to be a little bit more conservative with the tune, it's a good idea to leave things alone at that point. |
| 18:08 | So we're tuned on our wastegate spring pressure now so the next process here is to turn our boost controller on, we've got 3 boost settings so obviously 4 in total, wastegate spring plus our 3 boost settings, and we're going to start on our lowest boost pressure. |
| 18:23 | Our lowest setting, setting 1. |
| 18:26 | Now before we do this, we want to just have a little bit of a look at our timing table here. |
| 18:32 | So at the moment, we've been running through around about this 160 kPa row. |
| 18:38 | Generally we can expect a consistent trend in the table so we can see as we go from 160 to 180 kPa, we're pulling out about 2° and likewise for every 20 kPa, we're pulling out about 2, 2.5° so that's probably a pretty good place to start if you want to be a little bit more conservative you can start by pulling out 3 or 4° per 20 kPa and then add that timing back in. |
| 19:04 | In this case we're not going to see a huge jump in our boost pressure so let's get another run underway. |
| 19:10 | Now this time because we are increasing our boost pressure, we do need to be mindful of listening for knock. |
| 19:15 | We also want to be mindful of watching our air/fuel ratio, making sure that that's still tracking as well. |
| 19:21 | Right let's get our run underway. |
| 19:40 | Alright we've got our first run there with our boost controller on the low boost setting so we can see we've picked up our boost to around about 180 kPa or 12 psi of positive boost. |
| 19:49 | Looking at our fuelling, we can see that now we are a little bit richer than that reference line I put in there. |
| 19:55 | Again we're tracking a richer target as we increase our boost pressure so that's to be expected. |
| 20:00 | Looks like a nice flat line though, everything's looking pretty good on the dyno. |
| 20:04 | Let's jump across to the EMtune software and for a start we want to have a look at our fuelling and again we can see that our fuelling for the most part is tracking really accurately on our target and this is the nice aspect of this particular tuning style, once we've got the VE table set up at 100% throttle, we shouldn't, for the most part need to be making wholesale changes to anything, should just track nicely. |
| 20:26 | We do have a couple of areas here where we're probably a percent or so too rich but I'm not going to chase a percent here and there at this point in time. |
| 20:36 | So what we're going to do instead is we'll head across to our ignition table and we'll have a look and see how everything worked out there. |
| 20:43 | I should mention here as well, it's a little bit beyond the scope of our lesson here for our worked example but this little graph down here is for the closed loop knock control strategy on the EMtron ECU. |
| 20:53 | Purple line essentially is a noise threshold, the jagged lines below this are the individual cylinder knock noise levels. |
| 21:01 | So in a sense here, we're looking for basically all of that background noise should be below the threshold and I'm still obviously listening for knock anyway but all of this is looking pretty good so we know that we were running through the 180 kPa zone, we can see where our little cursor is there so from the point we've reached full boost which is about 4000 RPM, let's again just try adding a couple of degrees into here. |
| 21:27 | We'll do an across the board 2° change, we will save that ramp run on the dyno and we'll be able to overlay again straight ontop of this and see if our engine wants a little bit more timing at this particular boost level. |
| 21:42 | So let's get up and running and get another run underway. |
| 22:04 | Alright we can see that we have picked up a bit of power there, 361.5 horsepower so it liked the additional timing there. |
| 22:11 | Interestingly didn't see such big change down at lower RPM so what I'm going to do is start by pulling a degree of that timing back out at 4000 and 4500 RPM. |
| 22:22 | The bigger gain was at higher RPM so what we can do here is just try adding another 2° of timing and we'll do that from 6500 RPM and above. |
| 22:32 | Let's repeat that run and see if that additional timing has helped us. |
| 22:55 | Alright the dyno has actually shown us a very small gain in power but that's more of a run to run variation, the takeaway though was in real time we could see that the 2 graphs really still overlaid directly ontop of each other. |
| 23:06 | We didn't really see a significant net gain from that additional timing so on that basis we're just simply going to remove that timing back out. |
| 23:15 | It didn't give us an advantage so we don't need it. |
| 23:18 | So we're basically dialled in now at our first boost setting and we're going to increase our boost to our second set point and we're going to run the engine again. |
| 23:28 | That should bring us up to around about 220 kPa and looking at the sort of trends we're seeing between 160 and 200 kPa, we're ony dropping a few degrees or 2.5° from 160 to 200 kPa. |
| 23:43 | We can see that at the moment our 220 kPa, we're pretty conservative there with a 3-4° drop in our timing so that's probably going to be a pretty good place to get started. |
| 23:53 | Remembering again as we increase our boost we really want to be monitoring our fuelling, making sure that that's still tracking our target so let's get our next run underway. |
| 24:23 | With our boost now sitting at 18 psi and everything looking pretty well under control with the boost, we can see that we're producing just on 380 horsepower. |
| 24:33 | Again our air/fuel ratio plot looks pretty good. |
| 24:36 | We've picked up a nice gain from that additional boost which is exactly what we'd expect. |
| 24:40 | Let's jump back into our EMtune software and we'll start by looking at our fuelling. |
| 24:44 | And we can see again for the most part, our fuelling is pretty good right through the mid range low RPM we're again tracking within about 1% of our target. |
| 24:55 | We can see here from around about 6500 RPM and above we do start tracking a little bit rich. |
| 25:03 | It's not too bad at the moment, we're only around about 1% but this is what we can expect to see with this system once we start pushing the turbochargers harder. |
| 25:13 | So let's have a look at how we can address this. |
| 25:16 | We'll go into our second load table and what we want to do is basically make those changes where we're currently running. |
| 25:24 | So at the moment you can see the manifold pressure for that particular point. |
| 25:28 | We are sitting around about the 220 kPa mark. |
| 25:33 | So we'll just highlight 220 kPa from 6500 RPM and above and we will remove in this case 1.5%. |
| 25:43 | Alright now I'm probably expecting that as our boost goes up, this is only going to get worse so we're going to actually extend that up into the higher boost areas as well, the higher load areas. |
| 25:56 | So at this point I'm not going to rerun that, the fuelling is only within about 1% or there's an error of about 1% so I'm actually pretty happy with how that's tracking, I just wanted to explain what we're looking for and how we can address that. |
| 26:08 | We'll see as our next runs progress how that has worked out as well. |
| 26:12 | Let's head over to our ignition table though and we know that we have pulled out, we have got quite a large drop in our timing here. |
| 26:23 | Already explained that and that's not really fitting with the shape of the rest of the table so I am expecting here that the engine probably is going to want a little bit more boost. |
| 26:34 | We're hitting full boost from about 4500 RPM so what I'm going to do is just add in 2 more degrees to start with from 4500 RPM and above and we'll rerun that particular ramp run and see if that's given us an improvement. |
| 27:09 | OK so we can see there we've picked up power just about everywhere once we were at full boost which is exactly what I was expecting given how conservative our timing was to start with. |
| 27:19 | We can also see from our fuelling during that ramp run, the air/fuel ratio was not moving rich at high RPM so we've picked up, we've cleaned that up using that second load table. |
| 27:30 | Given that we've got no knock occurring and given the power gain that we just saw, what we're going to do is simply add a little bit more timing again. |
| 27:39 | So let's just highlight in this case, from 5000 RPM and above and we'll try adding another 2°. |
| 27:46 | Now at this point we are actually interpolating slightly into the 240 kPa sites as well so what I'm going to do is essentially just follow the trends that I am seeing here. |
| 27:57 | So we will just add a little bit more timing to the 240 kPa sites as well just so we're tracking pretty close to where we expect that the timing should be. |
| 28:12 | Right let's get another run underway now. |
| 28:35 | Alright again we've seen a power gain from that additional timing, there's no knock occurring but we've seen a relatively minor gain in the power so whether or not that additional 2° was really worth having we could really start arguing that point and again in the case of being a little bit conservative here, we're not really seeing any worthwhile gains it can be safer to remove that timing. |
| 29:00 | I'm going to split the difference here and what we'll do is we will remove 1° of that timing we added in. |
| 29:07 | So let's go through there, I'll do this from 5000 RPM and above. |
| 29:12 | Just take 1° out. |
| 29:14 | Now I did add some timing in here at 240 kPa as well so again given that we are going to be ramping up our boost pressure, let's just pull a degree of timing out there, again just trying to start with conservative timing and creep up on our tune. |
| 29:30 | So we're all done for our second boost setting. |
| 29:32 | We'll now increase our boost set point to set point 3, let's get a run underway at that boost and we'll see for a start, how our fuelling's doing. |
| 30:03 | Alright our first run there at our 22 psi high boost setting. |
| 30:07 | So we can see our boost control is good there, we've got a little flutter with our boost as we hit that peak boost, that's just due to the boost controller itself. |
| 30:15 | Not going to chase that for the purposes of our worked example. |
| 30:18 | We can see on the dyno screen there, our fuelling's looking pretty good. |
| 30:22 | Let's have a look at the EMtune software though and again we can see that we're tracking pretty much right on our target there. |
| 30:30 | So typically I'd expect that we might end up going a little bit richer again at high RPM requiring a little bit more work to the secondary load table. |
| 30:39 | In this case though everything's tracking really nicely. |
| 30:41 | So you can see straight away there from some very different boost settings from 10 psi all the way up to 22 psi, the air/fuel ratio has essentially tracked exactly what we had expected so once we've got that VE table set up, the rest of the fuel tuning becomes incredibly simple. |
| 30:57 | Now at the moment, we've got some pretty conservative ignition timing so we'll head over to our ignition timing and we'll have a look at what we've got here. |
| 31:05 | So we are running through here at 260 kPa, probably moving between 260 and probably at higher RPM, we actually are sticking pretty well right into the middle of that 260 kPa row. |
| 31:21 | So what I'm going to do here, again we've got no sign of any knock and I know from experience the engine is going to take quite a bit more timing than that so what we'll do is we'll start by adding 2° here from 4500 RPM and above. |
| 31:37 | Now again just from my own experience with these engines I know that that's still pretty conservative so I'm going to also highlight the next row up and we're going to add another 2° there as well and what I'll do here is just do a little bit of smoothing with our numbers just so everything's looking about where I'd expect it to be. |
| 31:59 | I can probably add another degree in here as well. |
| 32:02 | Alright let's get another run underway and we'll see the result of that additional what is now 4°. |
| 32:08 | Now normally of course I'd expect or recommend that you creep up on this in slower increments but here just for the purposes of speeding up our worked example, we'll go 4° for this particular jump. |
| 32:37 | We can see there from our second run at high boost, 463 horsepower, we saw during the run we picked up quite a dramatic increase in power from that additional timing so again this indicates that we are probably, were probably quite a way off MBT. |
| 32:52 | Although we do need to understand there that I did add 4° so that's a fairly big jump in our timing. |
| 32:58 | Now watching during that run as well, we could see that we were actually interpolating a little bit into the 280 kPa row where if we look at our timing we've got a big jump now between our 260 kPa and our 280 kPa row. |
| 33:13 | I do typically like to do this, I'm not aiming to run at 280 kPa so generally what I do is we'll taper that timing away quite dramatically in the highest row. |
| 33:24 | In this case though we've got a massive jump there, we're looking at about 6° of drop off so what I'm going to do is we'll start by coming up here and we'll add 4° back into that. |
| 33:35 | We can actually go in here, go into our Y axis and we'll introduce another break point here at 300 kPa, that's going to interpolate there and now what I'll do with that 300 kPa row is we will come in and make that slightly more conservative change there so now we're dropping off as we get up to our 300 kPa point, again we shouldn't really be there anyway. |
| 34:04 | So with that out of the way, what we can do now is add a little bit more timing into the rows we are running in, in this case we'll try adding another 2° into our 280 kPa row and we'll do another run and see the effect of that additional timing. |
| 34:45 | Alright so now what we're going to do is we'll come back up to the 260 kPa row that we are running in and what I'll do is from 5000 RPM and above here we'll just try adding another 2°. |
| 34:55 | Now I'm not expecting that this will be correct given that looking at the shape of our ignition table over here. we can see that we've now got very slight increase in timing at 280 kPa, sorry 260 kPa compared to what we have at 240. |
| 35:12 | For example here if we look at 8000 RPM we've got 17.7° at 240 kPa, 18° at 260 kPa so that's not what we're expecting so one or two things is going to be wrong here. |
| 35:23 | Either we are still too conservative at 240 kPa and we can add more timing or alternatively we're at or beyond MBT at 260. |
| 35:32 | Now as we're starting to run more timing at more boost we also know that the engine is going to be more susceptible to knock so we need to be mindful of that, always again listening for knock. |
| 35:42 | Let's get another run underway with our additional 2° and see what that's given us. |
| 36:06 | Alright so we have seen a small improvement there again, we're up to 476.5 horsepower there. |
| 36:12 | Got a little bit of noise right at the very top of that run so that's about as far as I'd be happy to go with our timing despite the fact that we did pick up a little bit of power. |
| 36:24 | I'm actually going to pull that 2° back out just to again safeguard the engine. |
| 36:29 | There's no point making a few more horsepower if we do risk having detonation come in and damage our engine. |
| 36:36 | So at this point our tuning on the dyno is complete, we can now take the car off the dyno and we're going to confirm that everything we saw here on the dyno stacks up out in the real world. |
