BlackGT

I got the wideband put in last night (Thanks Bayley!) and after some fiddling, here is my 4th gear pull (at 16psi). I was getting some knock on the early runs, so I backed off the timing a few degrees. Comments are welcome. I left it slightly rich as I need to tune the timing curve next. 6-14_4th_gear.pdf

Sounds plausible, wow I bet I was running really lean. Good thing I kept the RPM's low. So, why do we log AFR's off the factory O2 anyway if it is useless under boost?

DA table is all COBB stage 2 Here is a log from last night, 4th gear from 200-6200 rpm. It is not happy up top, do I have too much ignition advance for the boost and IAT I am running? 4th_gear_pull_long.pdf

You are so right, I will have access to a wideband this weekend, so I hope to get some traces done with that, but this is interesting: I modified the primary fuel tables to add less and less fuel, the idea being if I made small changes and logged it each time at lower rpm's, I could tell when the AFR started to lean out above the 11:1. But I've gone all the way to 12.22:1 in the map, and the logs still say 11:1, so something is WAY out of whack. I'm getting more fuel in the engine than the ECU is asking for. Me thinks it is my injectors. I have the DW 650cc's. I set the fuel injector scale using the process from COBB, watching the fuel trims at idle, but this only really scales the lower ranges of the injectors, what if they do not follow the same scale up through the duty cycle range....

3rd gear shifting to 4th log attached. It is warmer out now, and it seems that the load has increased. WGDC is very low since I have a 15psi actuator on the VF39. 3rd_gear_log.pdf

Ahhh, I see.

It IS your car, it is present in all Subaru's.

I did log a 4th gear roll-on back in post #227. Maybe you did not understand because it spoke metric.... I made about 3 runs yesterday using a more sedate 3-4 shift, and no more pulled timing!!! YAY! Moral of the story: shift slower to go faster. Thanks!

As much as I don't like that answer Christian, it makes a lot of sense as to what I am seeing. The 3-4 shift is the easiest one to execute quickly, so quickly, it seems, that the Subaru ECU gets pissed off. I will log again tonight with more civilized shifting. If you are still tuned in, what is target boost for a Cobb stage 2 WRX STi? XX tapering to XX ? And how much base timing at 2.5 load and 6000 RPM? thanks for chiming in!

I have a stock intake, I have not altered any of the maps from the Cobb stage 2 91 octane map, except for the WGDC and I richened up the fuel at 2.5 load and higher.

Back to the problem at hand: my car sucks, its probably my fault because I was logging in Bar, and it would all go away if I was logging in psi.

Ok, Here are 2 logs. I just installed the 15psi actuator, so I set the WGDC to 0 so I did not overboost. The boost pressure is similar, maybe a little higher, than when I had the regular VF39 actuator in there with a .043 pill, and 90% WGDC. I think this is all the air this turbo will push... I expected more. On to the Logs, the first one is running up through gears 2-3-4, and you can see that as soon as I shift to fourth, the dynamic advance goes all negative. The next one is a log only a couple seconds after the first, only I kept it in 4th gear, let the car slow down, and logged just a 4th gear pull---->notice there was no timing pulled (but I did not go quite as high in RPM as the first), there was actually advance added! Thanks for your help! LGT 2-3-4.pdf LGTlog4th gear.pdf

I'm listening! I've wondered why the delay was changed to zero on V1.16. Mine is at zero right now. The only knock event I've ever logged has been on a hot day, during a shift, with like 12% throttle and engine vacuum. I'll try different delay values tonight. I'm still confused about why my load is lower than the rest. I could hit load 2.4X with the VF40, then only 2.54 with the VF39.