I'd just like to add that Dan is a nice lad and i have no issues with him whatsoever and i'm looking forward to further tweaking his P&J. We've already spoken and arranged to meet up later this week for Round 2. I've no doubt he'll let you all know after the next RR session how it goes.

 

Would be interesting to see what the ops car makes with really good conditions.

 

I don't think anyone is questioning your abilities chap as you seem like a decent guy and obviously know your stuff. Its just 340 with the ops setup is well below what people expect thats all. Im sure after you've worked your magic in better conditions the op will be more than happy.
Hopefully its just the conditions holding you back and not anything else

 

I do agree with what you are saying with regards to temps, tbh yes that was with a FMIC etc.

I am interested about the injector bit though, interesting how different mappers have different views on tolerances and safe levels, some people have managed over 400bhp on 550's with no FPR, so a difference of 50/60bhp is quite alot.

 

Same things apply.

-Non optimal supporting mods. For example, did you say yours had a FMIC; if so, that's likely to get you another 20bhp or so. I gained 25bhp and 30lbs ft on the same car with a VF35 simply by going to an FMIC. Same mapper, same method of measurement (Deltadash) similar ambient temps.

-Apparently run in the wrong gear
-Hot ambient temps

-Then you have all the variables associated with the RR that the figure was derived from; comparing results from different roads very problematical.

 

It would be nice if the TGV's weren't there, it would certainly aid spool a bit and and general airflow up the scale, and every bit does help, but of more importance/relevance is DET.

No DET = happy tuner never mind happy customer.

 

Dan's car is a WRX too don't forget. So an STi will always develop more power and torque.

550's are ok up to 420 hp and the turbo is an SC38 which is essentially a TD05 18G but the latest generation. As Francis says, the car should have been run in 4th. Where was the engine air intake temperature sender taking its reading from? That'll have an effect upon the reading.

And the ambient of the day will dictate power. Comparing on a same day basis at two different sets of rollers will rarely produce the same figure.

Having said that it ought to make more than the supposed 340, but the actual reading is subject to so many variables. Including a late spool which is probably/ could be up pipe related.

David APi

 

You can run injectors way over 100% duty, 110%+ and beyond, and if you are still getting good fuelling from them fine. But in my experience the reality is different and after about 105%-106% thereabouts they start to lean off quickly.

Every pink flows differently and there can be quite a variation between the ones you run on your own car. Even if they have been cleaned and had new baskets and seals that's still no guarantee they are going to perform equally and reliably when really required.

To make 400bhp from a set of pinks will mean you're running pretty lean and really pushing those injectors. I won't do that, period.

Unless a customer actually tells me they want their car mapped to to the max and will fully accept the consequences, and take full responsibility for running like that i will not do it because it's highly possible, even likely it could very well go bang during the session. Even mapping to the usual safe criteria it could still happen, and sometimes does.

However, i'd make them sign a waiver to that effect because i won't take the responsibility if it goes against my advice and usual method of working. Your average customer will not do that so they get a safe a map as possible.

If you look at Dan's AFR's on his dyno sheet you can see how rich it is running top end, and i've done it like for reasons i've already stated. As soon as i start to lean off that fuelling power will start to rise, and then i'll add timing if it's appropriate, and if required i'll add more boost but it's dependent on how much DET we're getting.

Just because he has a forged bottom end that should handle a certain level of DET it doesn't mean we have to go there.

 

In pretty sure everyone on this forum can agree with something over the last month or so, cars in this heat have been running under power!

I'm sure you will pick up even more on your next run when it's cooled a little more

 

I'd certainly rather have a car that always did 340bhp safely than 380bhp once or twice!

 

+1

 

Ive not read through all of this thread but most of it, i think youll find that, either the dyno fans wernt running fully on your car or the IAT sensor on the dyno was in the correct place the AT is at a standard 19 but the IAT is 49, this would give you an incorrect reading on the dyno, the closer these figures are to each other the better, IMO, id get it back on the dyno and have another go, making sure these are nearing the same temperature.

 

What happened in the end anyway ????

 

Francis came up and spent the full day on it saturday, didnt even charge a penny. Got everything spot on and showed me hows it done. Conditions were perfect and we had some giggles on the country lanes. Will have it on the rollers in 2-3 weeks when im free and off work. Will get a graph in 4th like it should have been and also in 3rd.

 

looks a tad laggy though?