[wreckmastr]

Originally Posted by 67Fbird

if you two need to go get a room...please do so.....otherwise get the hell off of the OP's thread about building serious chit....not bitchin and complaining about who's ego did what when....

Is this intended for me? My post was to the OP.

[RAIV-Z]

Originally Posted by wreckmastr

What is the RPM at the top of 2nd gear and what's going on motor doesn't seem happy?

Hit the rev limiter, was set to 8500rpm.

[mgarblik]

Originally Posted by RAIV-Z

Hit the rev limiter, was set to 8500rpm.

I was going to say rev limiter or valve loft/bounce. But I didn't want to be wrong. Car loves to rev, that's for sure. Full of potential.

[cgeise]

I am seeing about 700 drop on the shift ??? not terrible

[wreckmastr]

I cant really make out in the pic what the numbers are but it looks like a lot more than that IMO. Maybe Ed can tell us what it is.

[RAIV-Z]

1-2 shift shows ~700rpm
2-3 shift is ~1200rpm. AFR was fat after the shift until closed loop re-enabled. I leaned out the upper RPM range by ~5%. CL Correction prior to doing that was a little over 10% in the 7500+ range.

[cgeise]

once you are close -- get rid of the closed loop altogether -- and tune it a little at a time via the fuel map --

[mgarblik]

Originally Posted by cgeise

once you are close -- get rid of the closed loop altogether -- and tune it a little at a time via the fuel map --

Always trying to learn a little more about aftermarket fuel injection. What is the advantage of NOT using the wide band O2 as the tune gets closer to optimal? Does it give you the ability to go a little richer than the closed loop control will allow for more safety and power? Thanks for the education.

[Tom Vaught]

Originally Posted by mgarblik

Always trying to learn a little more about aftermarket fuel injection. What is the advantage of NOT using the wide band O2 as the tune gets closer to optimal? Does it give you the ability to go a little richer than the closed loop control will allow for more safety and power? Thanks for the education.

Ideal is to get the calibration "dead on" for most of the calibration (I believe what cgeise is referring to) and then let the Wide Band make small corrections where a false correction (if the Wide Band is contaminated) will not harm the engine.

Tom V.

[67Fbird]

Only advantage of a wide band (depends on application here...he's boosted so alot more variable) on just a NA vehicle is it certainly allows you run an out of tune vehicle SAFELY, WHILE you tune up your maps.. Most of the self learning stuff is just a loop program to tighten the margin of error/adjustment....over and over again until XXXYYYY stoichiometry is dialed in.. My dinosaur commander MPI system had no self programming, NO self learning and was very challenging to tweek.

[charlie66]

For the self learning and corrections to work right, the Target A/F map that it reads off of needs to be right .

[RAIV-Z]

Only managed to get in one pass today, unexpected rain came in and the event was canceled.

[opeliac]

Originally Posted by RAIV-Z

Only managed to get in one pass today, unexpected rain came in and the event was canceled.

Good pass...Why do they keep saying "partial" pass on the FB posts?

[RAIV-Z]

Originally Posted by opeliac

Good pass...Why do they keep saying "partial" pass on the FB posts?

I was off the throttle before the end of the run.

[cgeise]

Originally Posted by mgarblik

Always trying to learn a little more about aftermarket fuel injection. What is the advantage of NOT using the wide band O2 as the tune gets closer to optimal? Does it give you the ability to go a little richer than the closed loop control will allow for more safety and power? Thanks for the education.

the big cams on a race motor tend to confuse the self learn a bit -- it will get you operational but from there just read your O2 and the plugs and adjust the fuel map and timing as needed -- when tuning a race car the upper right side of the fuel map is about all you need to worry about for the most part --

[mgarblik]

Originally Posted by cgeise

the big cams on a race motor tend to confuse the self learn a bit -- it will get you operational but from there just read your O2 and the plugs and adjust the fuel map and timing as needed -- when tuning a race car the upper right side of the fuel map is about all you need to worry about for the most part --

We are finally getting a new chassis dyno at my school. The old one, A Mustang Dyno, was a cast-off unit from a failed Ohio EPA emission testing program in the early 2000's. It was also limited to 400 ft. lbs at the wheels. The new replacement will handle 1200 Ft. lbs and have wide band capability and of course 20 year newer software. Very excited to get into tuning these EFI race cars. Should be fun.

[cgeise]

for what its worth -- when we tuned on a dyno -- it still needed tweaking when on the track -- I thin the track loads it down diff than a dyno -- at least that's what I was told.

[Tom Vaught]

That is an accurate statement, as we would get a good solid calibration on vehicles on the chassis and Engine dynos, AND STILL NEED TO FINE TUNE on "On the Road" and in given "Track" (parts of the country), conditions, etc. The dyno gets you about 85% of what you need. The Track gets you another 10%. You never get the last 5%.

Tom V.

[Tom Vaught]

That is an accurate statement, as we would get a good solid calibration on vehicles on the chassis and Engine dynos, AND STILL NEED TO FINE TUNE on "On the Road" and in given "Track" (parts of the country), conditions, etc. The dyno gets you about 85% of what you need. The Track gets you another 10%. You never get the last 5%.

Tom V.

[67'7F6'Bird]

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