I read that the gap should be as large as possible to get a complete burn under low load and still avoid blowout under high load. But with an ignition amplifier you can run bigger gaps all the time and make more power without blowout.
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I read that the gap should be as large as possible to get a complete burn under low load and still avoid blowout under high load. But with an ignition amplifier you can run bigger gaps all the time and make more power without blowout.
Make sure you are temp and baro correcting your VD graphs. They can be deceiving if your conditions are different than the SAE default in VD. I have seen up to 50AWHP differences with and without the correction. Just depends on how far you are from default.Quote:
Originally Posted by Jimvr4
.030" should be all the smaller you will need for a plug gap. I ran that for years with my 19T setup >500AWHP. The heat range of the plug in my experience will not affect it's ability to arc under power, it will only affect the tip temp which you should be fine with. Wonder if you might be experiencing rich misfires up top?Quote:
Originally Posted by Jimvr4
Looking at the graph you have posted, your IDC calculated seems to be pretty close as best I can tell. Looks to be near 17ms on IPW at near 7000RPM (raw numbers are easier to decipher than the graphs). That's 99%. Pull some fuel out and see if a lot of things change for the better. You may be pleasantly surprised.
Jeff
Jeff, thanks for the reply. I made some more runs today and corrected for temp and baro and unfortunately my power is lower than I thought. My 412WHP run came out to 396WHP after correction damnit :lo5l:Quote:
Originally Posted by kywhitelightning
I pulled the front plugs and had a look. The ground straps were striped from running three different timing profiles so far. It looks like the current profile is optimal with the lighter band occuring at the curve on the ground strap. The base ring indicates a rich tune as expected. Gaps on the front three were .033 to .036 so I closed them to .030. I didn't pull the rears and adjust those yet.
I pulled 8% from the 1600Hz VE entry and did a half dozen pulls. Some of them seemed to feel cleaner up top than before. Logs show AFR in the 4000-5500 rpm range went from 9.7 up to 10.2. Up top it went from 10.4 to 10.9. I believe I can pull another 5-8% and keep AFRs below 11.5 up top. IDC went from ~100% down to 94% up top.
I will pull the rear plugs and gap them to .030 and pull out some more fuel up top. I also forgot to go back in and change the feedback speed on my AVC-R boost controller as I think it may be overcompensating.
Jim, you are miles above where I ever wanted to be....I just wanted to remind you that our cars weigh a WEE bit more than stock, so don't expect the same results....
Matt M. will probably chime in...
Bob. :)
P.S. Your work since your unfortunate problem has been nothing short of AMAZING!!!!!
Virtual dyno will correct for both driver and vehicle weight but it really won't make too much of a difference in the power VD will spit out.
Jim, what fuel are you using? It seems to me you have a lot left in the timing department to go which will also lean the AF mix out a little, as long as you are still running this timing map. http://www.3sgto.org/attachments/tun...ce-timing2.jpg
Take your time and for sure stay in your comfort zone as I will only make suggestions and am in no way attempting to pressure you to do something that you don't want to. BTW, 396 is close enough to 400 for me, lol. Congrats and best of luck pushing it further.
Jeff
Ha ha, thanks buddy :cheers2: I've surprised myself with how far I've gone and it has been a huge learning experience. I never worried about getting in too deep with all the support on the forums and I've been fortunate to have a good weather unmolested car to start with.Quote:
Originally Posted by OhioSpyderman
I really don't need to go much beyond the power level I have now, just want to clean up the misfires up top and I'll call it good :)
I've been running 100 octane since I filled up a week or two ago. I'm down to around 1/4 tank now and I'll say I've set a new personal record for fewest miles per gallon :lo5l:Quote:
Originally Posted by kywhitelightning
The timing chart you linked is still what I'm still running. I know there is room to add timing with 100 but I'll have to dial it back again for 91. At the time I added the 100 I wasn't thinking how much I would have to change everything to take advantage of the additional octane.
I still have the EVO MAF and DSM SMIC to install. The intention was to see how far I could push the 91 and I'm still not sure if those will make a difference. I suppose they might if my tune is knock limited on the 91.
Still I will be happy with 400 if I can get rid of the misfires up top.
I don't forsee you being octane limited until at least 425-450WHP even on 91. If you stick to your modest goal, you will maintain a smile for a VERY long time. Parts life will be great. It always seems though, that the power itch strikes and we always push for more to find the edge.
Jeff
OK to bring back what I was working on previously
http://www.youtube.com/watch?feature...&v=v9V_hvvTupo
I found someone to weld in the QTP for me. Leo's mufflers did the honors:
http://jns.jimnshar.com/5fa00ab0.jpg
http://jns.jimnshar.com/5fc00ab0.jpg
Took advantage of the opportunity to get some under car photos
http://jns.jimnshar.com/60200ab0.jpg
http://jns.jimnshar.com/60400ab0.jpg
http://jns.jimnshar.com/60615200.jpg
http://jns.jimnshar.com/60800ab0.jpg
Just barely enough room to mount the QTP. He took a little off the Y pipe to push it as far forward as possible.
http://jns.jimnshar.com/60a00ab0.jpg
It isn't even the lowest part underneath the car so no worries about clearances
http://jns.jimnshar.com/60e003f0.jpg
Still need to shoot a decent video of the sound with it open :)
Cant wait to see this in action on our next cruise.