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12-01-2015, 01:59 PM | #51 |
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Vehicle:2016 WRX Limited MT Dark Gray Metallic |
This is my first WOT log. Thanks in advance for any insight.
I'm in the process of getting an e-tune from BrenTuning and I am interested in learning about the process if anyone can share their expertise. https://docs.google.com/spreadsheets...920345&vpid=A1
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12-01-2015, 05:47 PM | #52 |
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Vehicle and mods?
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12-01-2015, 06:05 PM | #53 |
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Sorry, should of mentioned that.
Here is my 2nd revision with my Bren e-tune. Feedback and Fine knock at 0 the hole time. 2016 6 speed WRX with no mods https://docs.google.com/spreadsheets...it?usp=sharing |
12-01-2015, 07:12 PM | #54 |
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Looks pretty good to me. Brentuning is pretty legit so I don't know that anyone here can offer anything more than what they are telling you. Stage 1 tune is pretty simple and straightforward. Boost spikes up there pretty good, but I think it'll be a little quicker to spool when it's finished. I don't know that there's much to do about the taper, however. No knock observed and all other numbers seem to be in line.
Did they request that you log all those parameters? And what's with your fuel pressure? That seems a bit extensive. Last edited by joeleodee; 12-01-2015 at 07:28 PM. |
12-01-2015, 07:39 PM | #55 |
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Here's your dyno graph right now. Anybody know what a 2016 WRX puts down stock?
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12-02-2015, 11:45 AM | #56 |
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It is a ton of parameters... lol. I just left the Cobb defaults. That virtual dyno is pretty cool.
Here is a stock dyno from Road and Track. If it's accurate, 238 over 223 hp and 271 over 243 tq is nice pickup for just stage 1 and no other mods. That's 15 hp and 28 tq! After my second revision they said they are very happy with the results. I asked them to error a little toward being conservative vs aggressive. The car feels great. Edit: Fuel pressure is not touched by the tuner. This is normal for DIT engines. Need to do one more 4th gear log and should be good to go. Last edited by LexusLSGuy; 12-02-2015 at 01:42 PM. |
12-02-2015, 03:05 PM | #57 | |
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Quote:
That's pretty typical of a stage 1 tune. More than just the slight bump in power, the tuner is really able to smooth some things out and make it an all around better driving vehicle. As for fuel pressure, I meant that the logs stated that your fuel pressure was maxing out in the 2100 psi range. Pretty sure it's not that. |
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12-02-2015, 03:12 PM | #58 |
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And yes, Virtual Dyno is very cool. BTW, were these logs taken in similar conditions on a flat road? If not, the graph of the first revision showed considerable more power at 260whp/295wtq. Now they may have dialed back the timing because I noticed a little knock. Let me know if you want me to post that.
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12-02-2015, 03:24 PM | #59 | |
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Unfortunately the conditions were not the same. The 1st was taken when it was cooler and not raining on a pretty flat road. The second was taken with a slight incline and it was coming down pretty steady. This may be a mistake on my part. I also figured he pulled timing and another member mentioned I was over boosting in the first log.
260 / 295 seems unrealistic with just a tune. They mentioned that 15 whp is about the average gain on a 93 octane tune. The car definitely feels smooth and strong throughout. Even idle is more smooth vs stock. Quote:
Last edited by LexusLSGuy; 12-02-2015 at 03:44 PM. |
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12-02-2015, 04:28 PM | #60 |
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Ugh. Yeah, I messed up by not having the same conditions for the pulls. Going to redo them under the same conditions and resend to the tuner.
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12-02-2015, 05:53 PM | #61 |
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Good to know. Learn something every day. Had no idea direct injection ran that kind of pressure.
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12-03-2015, 09:59 AM | #62 |
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Upon further research it seems 260/295 is not that unrealistic on a 93 octane tune. I think I will ask the tuner to not back it off as much but still remain safe. Part is the issue may be winter fuel blends that are known not to be that great.
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12-04-2015, 01:37 PM | #63 |
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Ill bite, im curious and I like to look at data from logs as well so this is good place to hang out. But, of course, I finally get a good, clear, flat stretch of road and what do I do? Have throttle position turned off-fml. I had tps delta on tho so I was atleast able to infer where the log was WOT and not.
-Vehicle year, make, and model 2002 subaru impreza wrx -Manual or Automatic transmission. manual -Power upgrades Cobb stg2+ebcs 93 HWG v 310 ots tune K&N panel filter. Silicone post maf, Turbo inlet, IC elbow, TB hoses STI TMIC Unkown year/version+ Correct scoop and splitter cobb ebcs GS coated Uppipe GS wraped Downpipe-catted HKS HP catback Other mods that make a difference: Turbo heat wrap Turbo heat shield(cobb) Lightweight Crank Pulley Carbon Fiber Drive Shaft Hard motor Transmission and rear diff mounts -Gear used to capture datalog 3 https://docs.google.com/spreadsheets...it?usp=sharing I cut out any other data besides what you were asking for. |
12-04-2015, 02:17 PM | #64 |
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Need to see the knock sensors. Fine and feedback. Also TD Boost error, DAM, and AF sensor 1 ratio is good.
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12-04-2015, 02:23 PM | #65 |
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By the way, after speaking with a few shops the virtual dyno's are not accurate at all.
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12-04-2015, 02:36 PM | #66 |
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12-04-2015, 03:52 PM | #67 | |
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Quote:
The other logged parameters were not requested in post #1. FKL and FBK were 0 throughout the pull and DAM was 16/16. Those are only necessary if youre trying to tune it. Bigger injectors definitely wouldnt hurt tho |
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12-04-2015, 04:48 PM | #68 | |
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Quote:
Now, one of the things I've been observing with those who have posted logs is the MAF g/s number. In all instances, as long as the MAF scaling is calibrated properly, the peak whp number is very close to the peak g/s number. I even went back to my old logs to study this. ONLY when the maf scaling was properly calibrated did I observe this. For instance, when the VD numbers were in the 300-320 range, my g/s numbers were in the 230-250 range. Under closer inspection, AFRs were running much leaner than their targets suggesting incorrect maf scaling. To remedy this, you add fuel by increasing the maf g/s figure for a given voltage. In closed loop, for a specific voltage, the ecu determines how much fuel to inject based on how much air is moving. If that voltage is reading too low of a number, not enough fuel will be given creating lean AFRs. This means, properly scaled, I would have had to add airflow value across the higher voltage ranges to accomadate and when I did, guess what? Those numbers lined up again. That being said, in a properly scaled system, MAF g/s and MAF voltage increases are good indicators of power increases. Probably better than the VD if the roads have inconsistent grading where you are doing pulls. |
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12-04-2015, 04:53 PM | #69 |
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Like mentioned earlier, those are good parameters to observe in real time when tuning. If I were tuning your vehicle, yes, I would want those parameters logged. Bear in mind, however, AF Sensor 1 is not accurate at WOT since it cannot accurately read AFR figures below 11 or something like that. For a stage 1 tune with no CAI, running a WB02 sensor is not yet necessary. Going further, keep that on your list of things you should consider.
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12-04-2015, 04:57 PM | #70 |
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Here are all the parameters I logged during that pull. I watch knock CONSTANTLY and have written a few programs to munge through the data in the logs and return statistical information about knock events and engine operating states. I also have boost egt and afr gauges installed.
Time (sec) AF Correction 1 (%) AF Learning 1 (%) AF Sens 1 Ratio (AFR) Boost (PSI) Calculated Load (g/rev) Dyn. Adv. Mult (DAM) Feedback Knock (°) Fine Knock Learn (°) Gear Position (Gear) Ignition Timing (°) Inj. Duty Cycle (%) MAF (g/s) MAF Volt. (V) RPM (RPM) TPS Delta (%) Tip-in Enrich. (ms) Vehicle Speed (mph) Wastegate Duty (%) AP Info:[AP3-SUB-001 v1.7.2.0-11265][USDM 2002/2003 Impreza WRX][Reflash: Stage2+EBCS 91 v310 HWG-M4.ptm - Realtime: Stage2+EBCS 93 v310 HWG.ptm] If i blow up my car Ill atleast know why |
12-04-2015, 05:14 PM | #71 | |
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Quote:
I like your style. I would be interested in learning more about those programs you mentioned. I looked at the datalog you posted and now I think I understand why I saw some things amiss. The same RPM was repeated at consecutive time stamps several times throughout the log. Coupled with the previous information, I'd venture to guess that the sampling rate of your logger was not sufficient enough to keep up with all those parameters. |
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12-04-2015, 07:12 PM | #72 |
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Lol thanks. If you want to know some stats post up a long and what you want to know.
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12-04-2015, 07:40 PM | #73 |
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For your program, what parameters do you want logged?
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12-04-2015, 08:05 PM | #74 |
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12-05-2015, 04:07 PM | #75 | |
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Quote:
The MAF just reads the speed of the air moving past the sensor. But the size of the intake tube and the speed of the air is the actual 'volume' of air moving through the engine. Further the air doesn't flow across the sensor the same for different intakes. This is why you need to 'tune' for a CAI. Because the air flowing past the MAF is different at different loads for different intakes. The MAF volts can be the same - but the CAI is actually moving more air compared to the stock intake. Which causes the AFR to go lean and causes KNOCK. Here is a real world example My stock 2013 WRX WOT log had a max MAF 254 g/s though my E85 tune only hit a max of 288 g/s. The E85 tune had full bolt ons, EBCS, CAI, DP, Equal length headers, FMIC, etc.. Hope this helps |
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