09-05-2019, 04:39 AM | #67 | |
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If power is the same why run higher boost and put stress on the components. Also more boost will consume more fuel which will not combust properly as a result of the retarded timing which will lead to less efficiency. |
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09-05-2019, 05:47 AM | #68 | |
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higher boost with lower ignition timing than with lower boost will generate bigger power. according to your logic - best thing would be run B58 natural aspirated with 32 degrees of ignition timing. Sadly, but you will get ~250hp only, not 430hp. Using more load, ignition timing will not stay the same, look at OEM ignition tables vs rpm vs load. Yes, timing is important, but without burning more fuel/air mixture you will not get power. Increasing boost is the main reason why you can increase 30-40% of power for turbo engines. Increasing timing with the same boost will end up ~5% gains with good fuel only.
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09-05-2019, 06:04 AM | #69 | |||
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My current logs show cooler temps but in the peak of summer i was seeing above 220 too. Quote:
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09-05-2019, 06:39 AM | #70 | |
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No, best thing is to find the best balance between boost and timing.
Which is the highest boost before the engine knocks. Go back to the basics of how an engine works, the air fuel mixture ignites near TDC pushing the piston and rotating the crankshaft. Whatever amount of Fuel and Air you push into the cylinder are useless if ignition occurs way below TDC the piston will not have enough force. Quote:
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09-05-2019, 06:57 AM | #71 | |
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more loaded cylinder will usually need less timing advance as more dense mixture will burn faster and too much advance using fast burning mixture = ignition before TDC. So, usually oem ignition tables are made minus ~1 degree of timing advance per +10% load. E85 can use much more advanced timing because ethanol is burning slow and you need to ignite it way before TDC to make efficient burn. Ignition and knock are not the only limitations, turbocharger flow is very important parameter also, bigger turbo with the same boost can make ~50hp more than same boost with smaller turbo.
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09-05-2019, 07:23 AM | #72 | |
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You are actually saying the same thing.
At high RPM the piston actually moves faster than the time it takes the air fuel mixture to fully combust, that's why you need to start the ignition earlier (Timing Advance) If full combustion happens before TDC engine will knock, If much later you will lose power. To cut a long story short whatever fuel you are using you want the air fuel mixture to fully combust at the same point the piston is just beginning to descend from TDC. Quote:
Last edited by IMS-340C; 09-05-2019 at 08:01 AM.. |
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09-05-2019, 02:56 PM | #73 |
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09-05-2019, 03:15 PM | #74 |
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09-05-2019, 03:37 PM | #75 | |
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09-05-2019, 03:52 PM | #76 | |
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Here is a log I took yesterday on my way home from work. http://www.bootmod3.net/log?id=5d703e2bc090c6192c62f3d9 |
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09-05-2019, 03:55 PM | #77 |
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Lol nevermind, just went back and looked at some other logs and the lowest its gotten is 1500psi. Seems like I'm starting to get close to the edge.
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09-05-2019, 06:47 PM | #79 |
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Your log looks really good. I'm running a high boost, low timing setup, peak boost 22PSI then pretty well 20 PSI flat to 6000 RPM, so I'm fuel limited to about E12 and I consistently see HPFP pressures drop to about 1300 PSI, but only between 3800 - 4500 RPM. This is because the HPFP is a lobe based design and at peak torque/Load the RPM limits the pump capacity. At the drag strip where the car is always >5000 RPM I've noticed HPFP stays 2500 PSI+
You should try ramping your Load/boost target up from 5000 RPM, you've got plenty of fuel pressure to play with there.
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09-06-2019, 12:33 AM | #80 | |
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09-06-2019, 03:20 AM | #81 | |
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You mean 98 RON ? Re you happy with MHD stage 1 tune, Any complaints ?
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Last edited by IMS-340C; 09-06-2019 at 03:53 AM.. |
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09-06-2019, 05:52 AM | #83 | |
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I'm jealous that you guys have an actual timing correction metric in your logs. I wish BM3 had that. Also, get more of your MHD buddies in here |
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09-06-2019, 09:12 AM | #84 |
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https://datazap.me/u/gt500r/2018-x3-...&data=5-6-9-12
MP ECU and ECU tune 93 octane 185-186% load at 6000 rpm 50 lbs/min of air
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09-06-2019, 01:45 PM | #85 | |
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Lambda is at 0.9 but I'm guessing that's actual. What's the target? I also don't see boost target, but I assume I can subtract 1000 from manifold pressure to get your boost pressure? And timing for cyl 1 only shows 2? if you could add boost target, lambda target, and ignition timing for all cylinders it'll show the full picture. |
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09-06-2019, 03:04 PM | #86 | |
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New to logging so trying to figure it out. Only have ignition timing for 1 cylinder.
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09-07-2019, 03:21 PM | #87 |
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it's cool, i'd just try again to show all cylinders. you never know if cylinder 1 is pulling timing without either logging the timing correction or the other cylinders to compare.
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09-07-2019, 05:26 PM | #88 |
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So for those of us with Pure turbos, we obviously need to crank up the boost to take advantage of it. How do we go about timing then if a Pure turbo is boosting 24-25 psi.
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