Basic steps after VE for the Track?

[Garry]

OK, after getting my AFR tuned in correctly (this time with the right units), I may be heading for a track this weekend for a couple test/tune runs ... car is still in OL AutoVE setup ... haven't copied anything back to the original files or anything ... what's next

[TAQuickness]

verify your WOT AFR is in a safe range, make a pass, adjust, make a pass adjust, blah blah blah... Stick with the tune that produces the best pass. Be mindful of driver inconsistancies while tweaking.

I would think a few dyno passes would make it easier to get the top end dialed in.

[Garry]

Nothing that looks like a dyno anywhere near me AFAIK ;) So, basically, just continue the AutoVE tune during the Quartermile runs?Maybe again start out with 5-10% addition to the VE values with the WOT MAP columns?

[ringram]

If you have dialed the high RPM already Id say 5% would be more than enough. Depends on how confident you are you have it done right.

[joecar]

After VE, think about what PE you want and adjust PE vs RPM B3618 and PE Enable B3616 (for example, richening on the way up to max TQ, and then leaning a little on the way to max HP and/or max RPM, that's what some people do).

[Garry]

so, with AutoVE commanding an EQ of 1.0 and stock being 1.25 through the whole RPM range, what would a good distribution be? B3616 is still untouched from the stock setup (64% TP through 2800, and droping down to 26% at 4400)

What about the AutoVE setup - if I plan on just staying with SD OL, what of the original setups should I set up, like cat protection?

[Redline Motorsports]

One thing I have learned with dyno tune vs. track tuning;

A leaner AFR of 12.9-13.2 will yield best dyno numbers but I have found the cars run too lean on the track. Mainly do to the longer load time and extra heat buildup. After I tune and get a peak number at those AFR's I end up richening the AFR to closer to 12.7-12.8. This has shown to provide better track times in every instance. This has been more noticable with a good set of heads on the car.

Howard

[Garry]

PE ends up in the 11.something area in PE table B3618 ... is that too rich? Or is that corrected by another table's factor?

[joecar]

Here are my PE tables (not tested on dyno/track, driven on street, I am open to comments...)...

http://img155.imageshack.us/img155/4903/b3618em3.jpg

http://img62.imageshack.us/img62/3072/b3616xl5.png

[Garry]

Tnx, will try and see ...

What PIDs are best to logg now? Anything specific I should keep my eyes on now? (apart from the obvious like AFR and KR)

[Redline Motorsports]

I would most certainly start by getting a wide band o2 for tuning WOT PE. 11.0 anything is too rich for power on a NA motor.

[Garry]

The stock PE setup calls for 11.x AFR ... will see what the CL AFR will be at WOT tomorrow ...

[ringram]

Most run 13:1 into 12.8:1 out to 13:1 or there abouts NA.
11.x is definately too rich IMHO.

You might need to keep an eye on timing as richer mixes will help kill knock.... (and power) if you do lean it out a little.

Nice little discussion on this topic here http://www.efi101.com/forum/viewtopic.php?t=688

[Garry]

Hm ... read up on that thread, and they talked about a timing of up to 28* would be best with the LS1 --- problem is, I seem to getting stuff up to and in excess of 40*! Logg-run a couple days ago (AutoVE) gave me a maximum of 41, with an average of 28 ... idle today, though with not totally warmed up, resulted in 22-38.5 with an average of 31* ...

Am I doing something wrong, is there something I still have to modify?

[TAQuickness]

timing will vary based on engine condition. You should create a map for B5913 and use spark advance cyl. 1 for the data parameter.

[Garry]

Well, this is the map from the last, aforementioned AutoVE run ...
http://glendown.de/gfx/sparkadvance.GIF

B5913 from the Tune (Stock tune)
http://glendown.de/gfx/b5913.GIF

[ringram]

Most of the time when discussing timing people talk of WOT maximum timing.
Which as you can see by the table doesnt really mean much at all.
I would say yours was 29* going by cell 0.76 at 3200. But you will need to pull back timing at max torque which is around 4400 rpm as you can see. (The little dip in the table) thats where maximum pressure is and normally max VE so combustion happens faster at that point due to the dense charge.

Best place to dial in spark is on a dyno, though I think you can get it close. It feels like the engine is pushing the car instead of pulling it when the timing is good. You can also hear it barking out the exhaust a little more.
Also the little odd tick of a couple of degrees of KR seems to be inevitable. If you pull it all out everywhere you will be down on max power. Its the sustained KR thats bad.

[Garry]

well, the track was pretty sh@tty as far as traction and everything ...

Anyway, even though AFR looks pretty much OK, I still get the KR .. though not consistently ... look at these two shots ...

http://glendown.de/gfx/run1.GIF
http://glendown.de/gfx/run2.GIF

I also got more loggs on the way back home - no "trying to fill cells" driving, low RPM, low throttle driving - still getting KR, even with just minor TP increase ... (got a 1MB logg if anybody wants a detailed look)

[Garry]

Nobody?

[zrx1200]

big variation of mixture between each bank..do you have an ex leak?

[Garry]

I don't see any major variances in the O2 bank trends - the differences most likely are caused by the left bank using the stock NB O2, whereas the right bank is the NB-emulation output of the LC-1 WBO2 ...

[TAQuickness]

I don't see any major variances in the O2 bank trends - the differences most likely are caused by the left bank using the stock NB O2, whereas the right bank is the NB-emulation output of the LC-1 WBO2 ...

You'd be surprised. For grins, try installing a NB into the B2 location or install another WB in the B1 location and log.