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Vishnu/FFTEC Single Turbo 6AT video/datalogs/vbox graph/pics
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03-07-2013, 07:19 PM | #1 |
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Vishnu/FFTEC Single Turbo 6AT video/datalogs/vbox graph/pics
Hi guys,
CupertinoSteve sent me video and datalogs from last nights 60-130mph vbox testing. They are worth seeing and can probably spark some good technical discussion (hence a new thread). First, here is a quick video from all of last night's runs: If you look closely at the fuel level gauge, you can see boost/manifold pressure. As per the Procede's single turbo firmware, the fuel level gauge is scaled to read from 0-30psi, so 1/2 is 15psi of boost, 3/4 is 22.5psi of boost, etc,. The oil temp gauge is scaled to read from 20:1 to 10:1 which means that half is 15:1 and 3/4 is 12.5:1 and so on. The turn signals indicate methanol flow reaching the methanol flow target which is based upon PWM DC% from the fast-acting valve. A few tuners have suggested that our methanol control logic/hardware is unnecessarily fancy/expensive. But thats what happens when you treat methanol injection as if it were a real fuel system and only use race-quality components. It works reliably and properly as evident by all the single turbo cars on the road now making over 600whp on pump gas+meth. If you want to use gardening fittings/hardware to build a meth system, that's fine. But you are sacrificing performance and reliability for price. Don't let anyone tell you otherwise. The quality/functionality of a fully integrated meth injection system is revealed when something goes wrong, not when everything is working as it should. And here some datalogs with some of the channels that we can disclose at this time: Tuning/Tech Info: -Post shift timing looks good. Never saw any ignition flatlines. Even on the runs were the car was boost 26+psi post shift. -Boost above 6500rpm is tapered off dramatically as to reduce transmission stress in preparation for the upshift event. And boost target is dropped substantially during the gear change event itself. I can only imagine how fast the car could have possibly been if I asked it to hold full boost during the shift and with no top end taper. But this is a 100% stock transmission so until we need to push it hard, we'll go easier on it. Plenty fast enough. The boost drop between gear does make the boost ramp up at the beginning of 4th gear VERY fun. If you look at the video, you can see just how quickly the revs rise at the beginning of 4th gear! -AFR is steady in the 10.5-11:1 range under full boost. Between gears it gets even richer due to the boost drop and negative ignition timing event. No misfire. Ever. -Throttle blade is mapped to close between gears slightly to discharge unwanted boost since it's hard to drop boost that quickly through WG adjustments alone. -If you look at the RPM graph in 3rd gear, you can see evidence of brief periods of wheelspin. That's 3rd gear with 275mm wide sticky drag radials! -Methanol flow graph shows just how repeatable actual methanol flow is when you treat it like a fuel system (ie, constant pump pressure through a PWM injection valve). This gives us the ability to have actual methanol flow (read from an actual turbine driven flow tube) follow airflow/boost closely. This keeps fuel trims and AFR stable despite pretty abrupt changes in boost pressure at high RPM when the engine is most likely to get checked down from over-fueling and misfire. This cannot be done with a conventional meth injection systems (DO, CM, etc,.) due to the limited dynamic range associated with variable speed pumps/injection pressure. VBOX graph -Slope is pretty reasonable at -1.5%. I suspect if Steve were to find a stretch of road that had a the max allowable -3% grade, his times would have been in the 6.5-6.6 range but that's almost cheating -Despite the boost drop/throttle closure/negative timing during the gear change, it's cool to see that acceleration is constant. That is, there are no flat spots that we would see in a 6MT car during shift where the clutch is pressed (or ignition cut) causing the car to coast or even decelerate slightly. At things equal, this gives the 6AT a big edge when it comes to multi-gear acceleration. Once we get to the point were we can hold full boost during the shift and don't have to taper boost above 6500rpm, the 6AT will straight up destroy a similarly powered 6MT in such a test of acceleration. Definitely something to look forward to. -The power curve of the Single Turbo, despite the top end boost taper, is solid right to redline. Which means that there is no need to shoft-shift using the paddles. This means that it can ride out 4th right to 6800rpm automatic upshift point and hit 130mph without requiring a 2nd shift. This is a HUGE advantage of a turbo kit that makes power to max revs instead of peaking at ~6200rpm and falling above that. With high end power roll-off (tiny turbo syndrome) you can't take full advantage of gearing. And acceleration suffers. -It looks like there is some wheelspin at the beginning of 3rd gear which suggest that with stickier rubber (or maybe a little less tire pressure), the car could run quicker. Steve did log a couple runs that were 1/10th quicker (6.7x?) but forgot to put the SD card back in the vbox after viewing the previous run data If anyone has any questions/comments about tuning, hardware, what a badass CupertinoSteve is, etc,. feel free to post. Keep the shiny side up, shiv Last edited by OpenFlash; 03-07-2013 at 08:04 PM.. |
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03-07-2013, 08:07 PM | #2 |
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@shiv - thanks for dissecting all the logs.
No comment on the last point, I thought that was our little secret.
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Vishnu/FFTEC Single Turbo (58mm) 6AT ... 60-130 in 6.881 seconds
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03-07-2013, 08:25 PM | #3 | |
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03-07-2013, 08:28 PM | #4 |
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03-07-2013, 08:36 PM | #5 |
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03-07-2013, 08:39 PM | #6 |
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03-07-2013, 08:49 PM | #7 | |
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thanks to MGallop |
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03-07-2013, 09:07 PM | #8 | |
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Here's a post from Terry@BMS from another forum:
Quote:
For those running a ProcedePWM and PWM meth kits, you can clearly see a compensation algorithm in effect by comparing Methanol Flow Target (Debug Byte 7) to different WGDC values. The relationship clearly isn't linear. Just another example of how seriously we take tune/meth integration and remove "slop" that others don't seem to mind. Thanks to Terry for giving me the opportunity to bring this up Shiv |
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03-07-2013, 09:09 PM | #9 |
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I'm very impressed with the smoothness in which the RPMs climb. Keep up the great work!
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03-07-2013, 09:19 PM | #10 |
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What supporting mods are these cars getting in order to handle the power?
Lsd?suspension?bushings? Have you had any customers who want the single turbo kit for the reliability standpoint? And don't need the enormous power gains? My perspective of the twins is that they are a ticking time bomb. |
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03-07-2013, 09:25 PM | #11 | |
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03-07-2013, 09:51 PM | #12 |
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03-07-2013, 09:56 PM | #13 | |
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Quote:
I don't think the stock turbos are granades under normal use. But the single will certainly be less stressful on the engine all other things equal. Will sound better too. Whether that alone is worth the entry cost is up to you. Personally, I could live with myself I had a 700hp car detuned to run 300hp |
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03-07-2013, 11:16 PM | #15 | |
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03-07-2013, 11:30 PM | #16 |
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Yep! When I was working on the Procede's progressive methanol control logic (with dynamic meth flow targeting), i had to really take some time to think about why i wasn't seeing a linear relationship between injection DC and nominal flow. And to verify that X% DC translates to a real X% flow, I measured flow into a container. I did this at 10, 20, 30, 40, 50, 60, 70, 80, 90% DC and recorded normal flow readings to create a response curve which the Procede's meth logic was based upon. Then when i added 2 additional nozzles for single turbo applications, I had to adjust the freq response curve accordingly for the ST firmware. It's work that most people don't see or notice but that's the best kind I suppose
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03-07-2013, 11:34 PM | #17 | |
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Here's a post from themyst saying:
Quote:
2) By intake manifold bottleneck, I'm assuming he is referring to uneven airflow distribution at high airflow rates. This is reality on just about every stock intake manifold used in high boost/big turbo applications. This is one reason a proficient tuner will target a richer-than-normal AFR in these high hp applications. This is to account for some cylinders running slightly leaner than others. So when you read the average AFR of two banks of 3 cylinders, the richer AFR target means that even the leanest cylinder isn't running lean. The only important aspect of the methanol system is to ensure complete atomization before the meth/air charge gets to the intake manifold. When the methanol is in the gaseous state, it can mix homogeneously with the air. Keeping the air/meth ratio (and octane) consistent. This is why we use 4 smaller nozzles, injecting just 1200cc, mounted well upstream in the intercooler end tanks. 2 of the nozzles are even mounted on the hot size of the FMIC which means the meth injected gets vaporized instantly. The meth injected from the 2 nozzles mounted on the cold side of the FMIC still have several feel to travel before getting to the manifold. This approach, which we were the first to apply on this platform, is clearly superior to injecting a single M12 (or two M7) in the charge pipe just before the TMAP sensor. 3) I agree that Aquamist hardware is better than the rest. Not surprising considering their motorsport history. That is why our PWM meth system uses their flow meter, filter, FAV, nozzles, line, etc,. They work better than the conventional kits when mapped properly. The only way I can see that using the cheap stuff as "admirable" if you take the money you save and giving it to charity. Because arguing that something worse is "good enough" really just says that either you or your application is discerning enough to appreciate the difference. Sorry but it's true. This isn't a matter of having "allegiance" to a certain approach/product. It's about knowing how things work and being open-minded enough to learn as new data is presented to you. I'll be the first person to admit that I didn't understand what the big deal was a few years back until I implemented our first PWM meth kit and saw how much better it met performance goals. |
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03-08-2013, 09:21 AM | #18 | |
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It's a journey to figure it out for sure. It's nice when tuners share the details as best they can without exposing themselves. Jeff made a comment that baffles me though......he did not recommend running 100% duty cycle on the FAV. Does that make any sense |
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03-08-2013, 09:28 AM | #19 |
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And the haters go silent...Very impressive numbers! I have been in a ST car that went into limp due to the SMFW issue that was resolved. I hope to get another ride soon.
Last edited by JStang; 03-08-2013 at 10:32 AM.. |
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03-08-2013, 09:55 AM | #20 |
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Crazy fast video didn't realize the rpm climb till you guys said something.. I was looking at how fast the speedometer was climbing. lol
other than the video I see lines and some squiggly lines on a graph. I need a big turbo!! |
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03-08-2013, 10:45 AM | #21 | |
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Frankly, I don't know if the flash helped signficantly or not, but I think it's disingenuous to blame shiv for "tuning issues" when it was a transmission issue initially, then when the transmission issues are resolved, claim that shiv's tuning had little to do with this and the success was all due to the Alpina flash. If the only holdback to great high-speed performance for 6AT STs was the lack of the Alpina flash, wouldn't that acknowledgement by the critics just negate all of their initial criticism about the alleged Vishnu "tuning issues" in the first place? |
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03-08-2013, 12:45 PM | #22 | ||
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Quote:
And here is another response (from my last post regarding the nonlinear relationship between flow meter signal and actual flow) from Terry@BMS: Quote:
Cheers, shiv Last edited by OpenFlash; 03-08-2013 at 12:56 PM.. |
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