[old account 1]

Originally Posted by Clap135

I personaly dynoed on a mustang with just a dci and meth and crack 390wtq, my base line 242 whp and 25x wtq. No limps, no fuel codes.

Can you explain a little more in regards to this limp if you load the car up with boost down low?

What would you like to know about the limps? These tend to only be an issue if you are actually trying to richen the car up down low. If you are running on the lean side, fuel pressure loss generally won't be an issue you are trying to avoid as the fuel pump won't be reaching high duty cycles.

[dzenno]

Is LPFP duty cycle available on the canbus?

[Clap135]

Originally Posted by Austin@GIAC

What would you like to know about the limps? These tend to only be an issue if you are actually trying to richen the car up down low. If you are running on the lean side, fuel pressure loss generally won't be an issue you are trying to avoid as the fuel pump won't be reaching high duty cycles.

There's a theory out there right now that the in tank fuel pump is out of juice and I personally think both Shiv and terry are wasting their time cause its the hpfp trays running out of steam not the lpfp.

[old account 1]

Originally Posted by Clap135

I believe that was ER's race 135i with their custom intake manifold. Still a very nice looking graph

The first graph is from EAS's car which has an ER FMIC w/TB inlet pipe and BOV, macht schnell DPs, Berk Cat back, Macht Schnell dual cone intake and a Snow Performance stage 2 meth injection system using a 50/50 mixture.

The second graph is ER's time attack car. Mods on the car were ER DPs, ER exhaust, ER FMIC, ER OCK, dual cone intake (don't recall what brand), 104 octane. The car had a factory intake manifold on the car for these runs. ER runs a regular stage 2 race file in their time attack car for races, as does HP Autowerks. Berk has a custom pump mode that they run for some races and a full stage 2 race mode that they use on some tracks.

I should add that Berk and ER are on fire to start the 2011 season thus far. Berk is 2/2 in first place victories in the motoIQ circuit with a lap record on firebird for their class. ER won time attack street class at firebird as well, also setting a lap record.

[old account 1]

Originally Posted by Mikey_Bo0sts

This is the 1st time I see a dynojet of GIAC with so much power, how come mr.5's dynos are like 20 whp below ?

As I noted before, different dynos will read differently. This is a dynojet 248c (small roller) that I am posting graphs of, EAS has a dynojet 224XLC(large roller) with a load option that can make it read almost as low as our dyno does. I always post dynos from our dyno with stock baselines so that you can all see how much power we are making over stock. In the end, that will be reasonably relative from dyno to dyno (assuming air flow is equal). Dynojets can have somewhat of a differeing torque curve on ramp up versus a mustang due to one being an inertia dyno and the other having load.

I believe Mr. 5 has similar numbers from this MD automotive dynojet as well.

[old account 1]

Originally Posted by plague

thats what i was waiting for someone to say...

The OP posted other comparisons as well.

[old account 1]

Originally Posted by Clap135

There's a theory out there right now that the in tank fuel pump is out of juice and I personally think both Shiv and terry are wasting their time cause its the hpfp trays running out of steam not the lpfp.

I have not been following their research, where in the powerband are they saying that the issue lies?

[Clap135]

Originally Posted by Austin@GIAC

I have not been following their research, where in the powerband are they saying that the issue lies?

They are having fuel troubles past 4.5k in the 450 whp range and the theory is that the lpfp is out of steam at the stock voltage. The reason they are not seeing this downlow is because they Target stock like af ratios up to that point. I personally think they ate out of fuel due to the tuning system way before 4.5k but the lean af ratios mask it.

[mithiral67]

Why when i see discussions betwen clap and flash tuners I find the dialogue very educational and when its between clap and piggy tuners it less so?

[import36]

Originally Posted by Austin@GIAC

The first graph is from EAS's car which has an ER FMIC w/TB inlet pipe and BOV, macht schnell DPs, Berk Cat back, Macht Schnell dual cone intake and a Snow Performance stage 2 meth injection system using a 50/50 mixture.

The second graph is ER's time attack car. Mods on the car were ER DPs, ER exhaust, ER FMIC, ER OCK, dual cone intake (don't recall what brand), 104 octane. The car had a factory intake manifold on the car for these runs. ER runs a regular stage 2 race file in their time attack car for races, as does HP Autowerks. Berk has a custom pump mode that they run for some races and a full stage 2 race mode that they use on some tracks.

I should add that Berk and ER are on fire to start the 2011 season thus far. Berk is 2/2 in first place victories in the motoIQ circuit with a lap record on firebird for their class. ER won time attack street class at firebird as well, also setting a lap record.

when you say "regular"...do you mean as in the same stage 2 race file that a normal customer would get? or is this a one-off map for these folks not available to the general public?

[only1]

Im going to re-dyno soon on a dyno jet, i'll post results with giac stg 2 race, fbo w meth.
Most of the canadian members are dynoing at this location so it will be a good comparison.

[turb0mik3]

Guys, stop busting GIAC's balls. I have a dyno before their upgraded software (which feels like it has A LOT more torque down low) on stage 2 without methanol.



You can see my modifications below in my signature. I believe that if I go back to that same dyno (dynojet corrected) I will get around 420whp ish with this new flash and methanol running. I do not have a baseline dyno either, sorry. I love their flash and it never fails on the track. Keep up the great work Austin!!! And I might want a custom flash at some point when I get those RB turbos, haha.

[turb0mik3]

Not to mention that was without my new charge pipe which has more effective cooling and with a bad O2 sensor which was making the car misfire and have shaky pulls, haha.

[old account 1]

Originally Posted by Clap135

They are having fuel troubles past 4.5k in the 450 whp range and the theory is that the lpfp is out of steam at the stock voltage. The reason they are not seeing this downlow is because they Target stock like af ratios up to that point. I personally think they ate out of fuel due to the tuning system way before 4.5k but the lean af ratios mask it.

We have yet to raise the pressure requests on the N54 as the pressures have been sufficient to get the desired IDCs we have sought (though we have been very close to max DCs at the power level/desired AFRs we operate at). We often raise fuel pressures on the VW, Audi and Porsche platforms well beyond what the factory settings request. In these situations we have always found that the HPFP chokes in the midrange, whereas the LPFP will lose pressure up top. HPFP builds pressure in a linear fashion in conjunction with RPM. Because of this, trying to squeeze the pump very hard down low will cause it to lose pressure prematurely. In a conventional piston type, we can alleviate some of this by increasing the spring tension on the piston which will increase potential pressure across the board.

[old account 1]

Originally Posted by import36

when you say "regular"...do you mean as in the same stage 2 race file that a normal customer would get? or is this a one-off map for these folks not available to the general public?

The race file that ER runs at this time is public release.

Our software keeps all sensors in the loop and adjusts accordingly, making a proper hardware combination a bit more important. High IATs and EGTs are not ignored, they adjust on the fly to ensure safety. Many of these cars have very similar hardware recipes and all of them have made great power when following it.

[secretsquirrel]

Originally Posted by cwg

Something is wrong with this graph - look at where the TQ and HP meet -

I never really paid attention at how GIAC dynos look so different. Its almost like you're looking at an N/A car. I personally prefer a flat torque curve early in the RPM, but I can understand how this would make things easier on the track. Is the crossover at 4200 a by product of lowering the torque?

[tscdennab]

Originally Posted by secretsquirrel

Is the crossover at 4200 a by product of lowering the torque?

Man, that "crossover" point has absolutely no relevance. Its all about how you choose the Y axis limits. In my graph's case, the Y axis have different max values (400whp for power and 650Nm for torque). You can choose any limits you want in order to get the graphs centered on the screen, and this affects the crossover point, which is absolutely irrelevant.

[secretsquirrel]

Originally Posted by tscdennab

Man, that "crossover" point has absolutely no relevance. Its all about how you choose the Y axis limits. In my graph's case, the Y axis have different max values (400whp for power and 650Nm for torque). You can choose any limits you want in order to get the graphs centered on the screen, and this affects the crossover point, which is absolutely irrelevant.

Yes sir!
Its amazing how tough and direct some people are on the internet. I asked a simple question. You could have given me a simple answer without the bullshit.

[old account 1]

Originally Posted by secretsquirrel

I never really paid attention at how GIAC dynos look so different. Its almost like you're looking at an N/A car. I personally prefer a flat torque curve early in the RPM, but I can understand how this would make things easier on the track. Is the crossover at 4200 a by product of lowering the torque?

Here is a graph in HP and torque that I made a mistake with the axes. You can see that not having identical scales creates an issue with the crossover points. It doesn't change the physical power numbers, though.



Big Turbo 997TT on 91+100%meth versus straight 91 octane

[Jeff@TopGearSolutions]

Originally Posted by mithiral67

Why when i see discussions betwen clap and flash tuners I find the dialogue very educational and when its between clap and piggy tuners it less so?

He likes Flash tunes more

[tscdennab]

Originally Posted by secretsquirrel

Yes sir!
Its amazing how tough and direct some people are on the internet. I asked a simple question. You could have given me a simple answer without the bullshit.

I'm sorry. Didn't want to sound rough but maybe the fact that my native language is not English makes some expressions sound "rough" to native Americans.

[mithiral67]

Originally Posted by Jeff@topgearsolutions

He likes Flash tunes more

yea, but he keeps them both equally honest. Just a different interaction.