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Very nice!!
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Thanks mate :)
I also put on a new leading coil and some NGK plug wires :auto: It's just perfect now :willy_nilly: love the set up and all the hard work I put into it :fawk: Reduced the EGT by over 100deg C :reddevil: :coolgleamA: Still bedding in the new brake rotors and pads so did not go spastic on testing it yet (cause you do have to stop in a hurry !) but its making more power at lower boost and lower rpm than the first iteration of the set up which is a nice thing to see... needed some fine tuning with the new turbocharger (more injector opening to give same AFR on smaller turbo) :conehead: Will hook up the VBOX3i and do a full ANALysis of it in net couple of weeks It sounds gay but I just like looking at it as much as starting it up and listening to the sweet rotary noise (let alone the driving!) Mazda's are the best :auto: |
Here is some preliminary information comparing two different specification (turbine section) Turbochargers.
1.00A/R Garrett T04Z (from circuit test) RRWEP110 = 3 turns 266 rwkw @ 6950 rpm AFR 11.35:1 Boost 18.45 psi Turbine inlet pressure 17.1 psi Exhaust pressure 4.06 psi Turbo speed 101803 rpm 90kmh-140kmh = 3.05 seconds 100kmh-200kmh = 8.20 seconds EGT = failed probe after 35 hours (was around 1000 or so at lower boost and power) modified turbine specification (today run) RRWEP110 = 4 turns 268 rwkw @ 7250 rpm AFR 11.0:1 (1.7 degrees less timing) Boost 16.72 psi Turbine inlet pressure 14.43 psi Exhaust pressure 4.03 psi Turbo speed 101000 rpm 90kmh-140kmh = 3.25 seconds (10% incline rose 9m in 100m of test) *minus the incline these times are net equal from my experience* EGT Fr 875 deg C EGT Rr 885 deg C I wanted to be careful so I richened up the car and also took a few percent off the timing, the fueling curve is not optimized like it was on the smaller turbo, I have refined the mapping and also have reset the boost controller so it can learn the pattern of the new turbo from scratch then it will on a flat road perform better in like conditions to the 1.00A/R set up. Car has more top end pull as is and when the boost learns the loss down low will be marginal. You can see from the figures, that the Exhaust pressure *indicator of mass flow* is near identical for them both so this is one of my many cross checks to make sure no spurious figures are around, also the Turbine RPM is basically the same as well though this turbo has an aero nut V’s the other which when rebuilt had only a normal hex nut (whatever if any difference that makes lol). The Turbine inlet pressure is definitely less as you can see from the figures and despite the non optimized tune up it makes the same power and at high rpm so the engine is less restricted by this exhaust housing (which matches with the theory 100%) the car on power is QUIETER with this set up *unless I am on drugs* my theory on this is because less mass flow is going out the waste gate pipe (more through the turbine) and this must be making the car less noisy at full power as all other things are exactly the same from last time. I have reset the boost controller to learn 1.35kg/cm which equals 19.2psi, with the slightly tweaked set up (back to original timing) half turn less on RRWEP110 injector (down from 4 full turns) and tidied up spots in rpm range to give perfect AFR line (target 11.2:1 to 11.3:1 AFR) it *should* get to around 290rwkw on my VBOX measure (this is like 319rwkw on homo dynamics?)………….. anyway hope I have not bored you to death!!!!!!!!!!!!!!!!!! When I get around to driving it again will see what she does, should not be long as I have all the VBOX gear fitted in her so it’s just a matter of driving it. My best 90kmh to 140kmh time is 2.75 seconds at lower fuel load, flat road, (18psi average boost) and non heat soaked engine. |
A few things here...
first, your brake booster is on the wrong side ;) I like the datalogging... but it's getting tedious converting all these numbers to something that I can understand :rofl: I'm curious as to why you think the EGT's went down by so much. And that airbox is total sex.... LOVE it |
After consulting with BDC and HC my theory is as follows :dunno:
After consulting with myself my theory is as follows....... Turbine expansion ratio is 1.55 on the new set up, it was 1.70 on the older set up thus 32% was "wasted" out the waste gate v's only 11% when running this turbo charger. The amount of heat held in by the smaller turbo is shown by the EGT and also the pressure (power level being equal) which I got as close as is possible in this test to demonstrate my point. Thus the EGT difference is down to the free flow nature of the turbine not retaining as much heat to make up for lower flow (energy balance to drive compressor is derived from heat, pressure, and flow rate) to keep the turbine spinning at the same rpm (to make the same power). The car is also quieter on full throttle/power v's the other set up, due to a majority of the gas needing to go through the turbine, nice side effect :hurray: Yeah the air box and lots of stuff in the bay is SEX, I spent so much time making allot of it, its nice to sit back and just stare at it :117: |
More "box" for you :smilielol5:
http://img35.imageshack.us/img35/1052/img2150box.jpg It's a **** :smash: to work on, as everything goes on in a certain order, and you need lots of special tools but its something no one else can copy too, so pretty unique (kinda matches the car). |
I have a fair bit of information to pass on (need to collated it first) but here is a quick rundown of today’s work.
Boost re-learn at 1.35kg/cm 3rd gear pull from 2500rpm = 1+ bar or ~15psi boost by 4300rpm 4th gear pull from same revs = 15+psi by 3600rpm VBOX3i results (on boost learning) max boost at this stage was like 1.25kg/cm or about 17.2psi 90-140kmh = 2.88 seconds, showed 272rwkw on Blitz power logging at 6800rpm and same power on my VBOX dyno plot (272rwkw @ 7000rpm) Repeated same test in exact same location as the small incline (so I could overlay graphs and see difference to flat piece of road and it ran 3.07 seconds (v’s the 3.25 yesterday) exact same vehicle weight (cross checked on corner scales this morning ).. AFR on these pulls was 11.1 to 11.0 across the range all smoothed out and boost was pretty similar to the first run where I did the comparison for you.. so trim of fuel mixture helped the time improvement. So after lunch I poured over the data and did some more trimming (2% reduction of fuel map) and went for a cruise. I gave it a few hits and it felt unreal in 2nd gear :auto: and partially in 3rd as well, on the way back on a nice stretch I pulled out to pass 3 cars and gave it the jandle from 3000rpm to 8000rpm and it was so strong! Stronger than a fat slut bench pressing buckets of KFC!!! The on board power meter showed 298rwkw @ 7200 rpm and held over 280rwkw to 7800rpm with don mega mid range power too. Boost was 1.35kg/cm or 19.2psi on the Blitz dyno graph log at these revs. So another 0.10kg/cm boost and a small fuel trim (along with refitting my old ignition timing map) made all the difference, oh and I turned the RRWEP110 down to 3.5 turns. AFR across board from 4000rpm to 8000rpm (75kpa to 140kpa gauge boost) is ~11.2:1 +-0.1. I’ll wait for a cool morning and take out the 20kg worth of spare tire, tools, fire extinguisher! And run it at ¼ tank of fuel and I should beat my 2.75 second 90-140 record. As a side note when I was at track and it was doing 90-140 in 3.05 second range, I did 100kmh to 200kmh in 8.1 to 8.2 seconds range at same weight (1350kg total). I’ll hope to do this in 7 seconds flat now as now I can hold 4th gear due to the much better top end power with no loss of 4700rpm to 7100rpm power range (as measured in the 90-140 tests in 3rd gear). It’s a win mate. :fawk: |
Polished the bad boy today, fucken in love :o13:
http://img88.imageshack.us/img88/2548/img2175plish.jpg http://img338.imageshack.us/img338/5...g2197plish.jpg |
Well :)
Fitted up the new waste gate springs yesterday bought option of 1.3 bar and 1.4 bar Tail springs (combination of different inner and outers). I settled on the lower 1.3bar combo just in case they gave a higher set boost. Along with the new higher power setting I upgraded the specification of the spark plugs and some other details too. Took the "beast" out for a drive today and the boost went to 1.53 to average of 1.50kg/cm! which is around 1.47 to 1.50bar! or old money 21+psi boost :) .......... it pulls like a mother fucker! First 3 2nd gear acceleration runs just torches the rear semi slick tires to 8000rpm, after about 6 or more passes and a few 3rd gear pulls the rear tires got very hot and sticky and could "almost" use all of the extra grunt in 2nd gear (only in straight line though and perfect road surface).... third gear is just stupid and is over in a couple of seconds, its very fast now. Fuel duty before was around 67% > now 75% same AFR Power on the Blitz was just under 300rwkw Peak fuel pressure was 70psi now its around 75psi EGT peaks have not gone above 890deg C First cool morning will go out and do a test of the 90-140kmh and also do a 100kmh to 200kmh acceleration test report along with VBOX power graph. |
hit my goal
:reddevil: 305rwkw as measured by me :conehead:
Did a 90-140km 3rd gear test but battery went flat before all data could be written *I know excuses lol* covered the speed increment in 85m, previous best was 88m, off ECU data logging and given this distance its around 2.62 seconds which is Ferrari F40 beating territory. Boost on 3rd gear pull from 2500rpm 130kpa (18.9psi) ~ 4400rpm 145kpa (21psi) ~ 5000rpm holding to 8000rpm Turbo speed is 110,000+rpm now lol EGT fr 928 deg C rr 930 deg C peak. AFR 11.3:1 After the boost controller learned the new spring the power delivery is so violent in 2nd gear even with warm semi slicks it just throws the car sideways down the road and leaves two black lines on the road :fawk: its sick :hurray: From my best estimates its making around 490bhp to 500bhp at the engine corrected to std temp and pressure. Through a full catalyst equipped exhaust that is very quiet for road running *sounds nice at full power and revs* Engine has logged over 100 hours of use now at pretty high power settings, covered over 5000km testing. Hope to update with some nice VBOX graphs soon, though the weather here is shit at the moment, stupidly hot and monsoon conditions daily :rant: |
Man your car is sick clean. Nice to see your putting the effort in getting your car tuned right. Can't wait to have my car put back together. Had it apart for painting....
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That is a impressive set up man. I have to agree, thats a nice air box you got there
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Thanks, good to see some shared love :auto:
Today I started fabricating a new camera mount, as no matter how many fancy graphs and top shelf information I put up people still seem to respond more to video footage :banghead: Will be good to share with the average punter just how bullshit good the acceleration is :coolgleamA: I'll upload video and VBOX test report to my web site and link it here too :conehead: |
How level does the surface have to be to get accurate numbers from the VBOX?
My G-Tech gives dramatically different numbers if I am going uphill or downhill. It reads higher going up a hill. I know that the VBOX is to the G-Tech what a machine gun is to a dart gun, but I am curious what is required for a test setup. |
Quote:
When you are coming to testing standards then I always use a known area that is flat within less than 0.5% over the distance, this is only so I have a relative comparison over the many hundreds of logs I have on file from cars I test. As any incline or decline has an effect on the vehicle performance... Any formula can be set up in the VBOX as it measures altitude variations so the power will always be correct ;) but as stated for ideal vehicle performance always a flat track is best. Corrections can be applied for all normal atmospheric changes due to altitude or temperature as well, this is all common practice but is up to the end user to apply. As VBOX is used by engineers the company does not offer any of this stuff to you in "software" you develop it all yourself :willy_nilly: The G-Tech can be a good tool if you respect these limits on basic devices like the Tesla item, > here is a factory proper lab test comparing it to various VBOX units.... its a good read and what got me into VBOX in the first place ! http://www.ausrotary.com/viewtopic.php?f=4&t=143457 Direct link to test http://www.performancebox.co.uk/down...CHvPB_Test.pdf Here is the finished camera mount :conehead: got the position good *I think* same as what I had it before I think, will test it out soon :Angel_anim: http://img827.imageshack.us/img827/6...2294camera.jpg http://img148.imageshack.us/img148/7...2289camera.jpg |
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