Finally, here they are..dyno and datalogs...VF40/18G 5EAT

[MarcusDubya77]

As promised....
VF40/18G on 05 5EAT w/ 20K
Gas:91 octane
Elevation: 4000+ ft
Heat: 100 +
Humidity: 10% or less
dyno plots are from a Mustang, run 1 represents after 2.5 hours tuning and solid line

[boostsr20]

How much boost? The plot looks like it says 19psi.

EDIT: power holds on nicely even at 6800RPMS. I like it!

[SeeeeeYa]

Whose tune?

[AKLGT]

not too bad.

[MarcusDubya77]

ia performance out of tucson

[poopy]

what supporting mods?

[MarcusDubya77]

click the signature and it lists everything

[MarcusDubya77]

datalogs open with excel and are actually a .csv extension

[jim1969]

nice numbers.

[poopy]

nice numbers.
jim you're making those whp #'s w/o the upgraded turbo:)

[gregnauman]

marcus can you post up some sound clips of your exhaust.
I really like your setup and that is where I am headed.

I have cobb UP, DP, AP ver 2, TDC etune, Perrin TMIC, autospeed CBE

Did TDC do your vf40/18g conversion?

I might keep in contact with you via PM or email if its OK as I do my mods

[MarcusDubya77]

marcus can you post up some sound clips of your exhaust.
I really like your setup and that is where I am headed.

I have cobb UP, DP, AP ver 2, TDC etune, Perrin TMIC, autospeed CBE

Did TDC do your vf40/18g conversion?

I might keep in contact with you via PM or email if its OK as I do my mods I can't get the sound clips...The turbo is a TDC unit, but I did the knuckle busting for all work done to my car, and I can help you as much as I can if needed...so let me know if you have any questions

[mickeyd2005]

Who tuned your car?

I wouldn't leave it like that. See that dip at 4200 rpm in the dyno chart? That's almost definitely knock. Your timing in your datalogs is showing that the ecu is pulling a lot of timing between 4000 and 4700 rpm.

[MarcusDubya77]

the tune was by ia performance. the dip might be caused by either the 91 oct gas, heatsoak or elevation...these guys aren't amateurs..they are trained and licensed by Cobb, and have been tuning Subarus for at least 3 years...the knocks extreme has been only -1.5 for at most 3 seconds which is not necessarily a dangerous thing...

The number of degrees added or subtracted from the ignition timing based on the amount of knock detected. Positive values are ignition advance (due to the absence of knock). Negative values are ignition retard (due to the presence of knock). These ECUs run active knock correction, and it is quite normal to see -3 to + 12 degrees of correction. Maximum power is produced on the point of knock beginning, and the sensor is there to keep the timing 'on the edge'. Some ECUs run more aggressive knock correction than others. E.g. 1999/2000 model year turbo ECUs only run 1-2 degree positive values, whereas 2001-2003 ECUs may run much more than this...as stated by Ecutek

http://www.ecutek.com/tuning/diagnostics/

[2005garnetGT]

your car is actually knocking quite a bit on that second log, going from +4 to -1.5 KC is most certainly knock, and its repeated knock.

[SeeeeeYa]

the tune was by ia performance. the dip might be caused by either the 91 oct gas, heatsoak or elevation...these guys aren't amateurs..they are trained and licensed by Cobb, and have been tuning Subarus for at least 3 years...the knocks extreme has been only -1.5 for at most 3 seconds which is not necessarily a dangerous thing...


I could tell you were pleased with your setup and other than asking who did the tune decided to let it rest at that. mickeyd is less subtle :) and bluntly voiced my observations. As one who tunes his own car, and who has spent a ton of time on the subject so that my tuning accomplishes the positive and prevents the negative...... seeing my DA go into the negative would scare the piss out of me and THAT tune would cease to be. Tuning to accommodate gasoline, altitude, and other environmental factors is PART of TUNING, for goodness sake. As far as I am concerned there is NO ACCEPTABLE knock, of any duration. I cringe if a couple of degrees of DA is pulled in 90* on a hill under full throttle.... :) .. and make changes to correct it. One of the reasons, among a few, for venturing into the, then, scary world of self tuning was that I had seen too much pulled DA on off-the-shelf tunes on my car, 'safe' tunes created by experienced professionals.

Just my two cents, of course, and in no way meant to diminish your confidence in your tuner or your pleasure with your car. But I urge you to continue to keep on top of things via datalogging.

[mickeyd2005]

You're not making anymore power with that dip in the dyno chart so why force it to try make more timing?

If you were using 91 octane gas then the tune should have been based upon 91 octane.

Your IAT was 91F and your datalogs showed repeated knock at the same location. I don't think that's heat soak. If it was heatsoak, I would want a little more cushion for my daily driver.

Keep in mind that the ecu automatically pulls timing (not KC) when the IAT goes up. That's already factored in and is not part of KC.

I wouldn't leave it like that. 2 degrees of DA pulled might be okay but not as much as you're showing.

[MarcusDubya77]

I am in no-way, saying that I am pleased with the outcome...I tried using the "safe tune" sent by TDC, but it was showing the same knock...After so much back and forth with no resolve, I was advised to get protuned..I then had to travel 400 miles just to do that..IA performance was willing to assist, and was recommended by COBB..thats why I went to them..If you feel that I am happy, you are far from correct..In Fact, all of this from the get go has been more hassle than its worth..I was disappointed in the fact that the original tuner "cut sling load", and left me flapping with an unmanageable unsafe tune...

also, my only other explanation that I can think of for the negative knock, and the only fact that has been true for every time I datalogged, was the fact that it occurs at around 19PSI range, maybe overboost??? i guess i could lengthen the rod on the actuator and see if that helps

[SeeeeeYa]

You've gone this far, and have a nice setup, but given the givens it is my opinion that one more mod could be the catalyst that would meld it into what you had hoped it would be. Meth.

This is no lighthearted, smiley attached, comment. It is the answer that covers the thin air, bad gas, high temps, and (relatively) inefficient turbo. With meth you will be able to enjoy, in safety, the potential that is already there.

[mickeyd2005]

What's your altitude again? Or can you give us your atmospheric pressure?

If you're logging with enginuity, datalog boost error, feedback knock correction, and fine learning knock correction.

Don't datalog Fuel Pump Duty Cycle and don't log TPS (Direct ecu value). They're not important and slow down your logging. I wouldn't log AFR either but it tells you where the AFR drops below 12.5.

I think your actuator is too tight. IMHO, if the WGDC drops too low, it makes it difficult for the ecu to control boost.

From the little that I know of the VF40-18G, it seems like a good target is a compression ratio of 1.25 at peak tapering to 1.1 at redline.

[MarcusDubya77]

yeah..I am gonna see if IA performance can tune down the boost to around 18..maybe this will alliviate the negative knock. As far as meth...well that will have to wait on the wifeys ok..i do need to do more testing with enginuity, alot more options than ecu explorer..I just don't want to run around scared for the next week thinking that my car will blow because I dipped into negative numbers.. like I said I have full faith in the tuner, he helped me out alot mor via. email and e-tune maps, before I got there to dyno, when others basically left me a hangin'..oh altitude is around 4000 ft..and super hot and dry..also, my pissy 91 usually comes from AAFES so it might not even be 91

[SWP-LegacyGT]

just get your ass in your car and drive to Portland. RalliTek or PDX Tuning will take care of you.

[MarcusDubya77]

Portland!?!?!!? OMFG...thats gotta be like 1500 miles... I have to make due with whats available "locally"

[AKLGT]

bleh! i drove 3000 miles to PDX ONE WAY! :lol:

[MarcusDubya77]

well..the Army makes taking vacations next to impossible...so.. that option is pretty much out the window..anyway...tomorrow I can call up Stephen at IA performance, and maybe he can shed some light...He also datalogged when he was done tuning, and probably would have caught something, so I will see what he has to say.

[Ridgeracer]

What's your altitude again? Or can you give us your atmospheric pressure?

If you're logging with enginuity, datalog boost error, feedback knock correction, and fine learning knock correction.

Don't datalog Fuel Pump Duty Cycle and don't log TPS (Direct ecu value). They're not important and slow down your logging. I wouldn't log AFR either but it tells you where the AFR drops below 12.5.

I think your actuator is too tight. IMHO, if the WGDC drops too low, it makes it difficult for the ecu to control boost.

From the little that I know of the VF40-18G, it seems like a good target is a compression ratio of 1.25 at peak tapering to 1.1 at redline.

+1.....Mike from TDC set my boost to about 18psi tapering to 16 at redline...