1997 VQ30 5MT Dyno
05-12-2012, 01:33 PM
#1
1997 VQ30 5MT Dyno
At $20 for two pulls, how could I say no 
First run:
http://www.flickr.com/photos/schmellyfart/7183702564/
Second run:
http://www.flickr.com/photos/schmellyfart/7183703414/
Both pulls done in 4th gear.
This was not fully tuned. The AFR on the second run was about 12.0 until 4200 RPM, then it dropped to 10.0 or even lower at 5000 RPM and stayed there until 6500 where it jumps back up to 12.8 and slowly falls to 12.4 at 7100 RPM
Timing was between 18-21* from 3000 RPM to 4400 RPM, then climbed to 28* by 5000 RPM and held 28-30* from 5000 RPM to 7100 RPM
Mods:
3.5" length tuned intake & maf
Pathfinder TB
00vi - Power rod deleted
Altima headers
3" y pipe, test pipe, catback
eManage Ultimate
The shop said they will email me the runfiles.
Here are the logs recorded with the EU https://docs.google.com/open?id=0Bx7...FZ5WnJTd1JrY1E
I finally went and got the runfiles https://docs.google.com/open?id=0Bx7...Hk4TndzaHhmbjA
First run:
http://www.flickr.com/photos/schmellyfart/7183702564/
Second run:
http://www.flickr.com/photos/schmellyfart/7183703414/
Both pulls done in 4th gear.
This was not fully tuned. The AFR on the second run was about 12.0 until 4200 RPM, then it dropped to 10.0 or even lower at 5000 RPM and stayed there until 6500 where it jumps back up to 12.8 and slowly falls to 12.4 at 7100 RPM
Timing was between 18-21* from 3000 RPM to 4400 RPM, then climbed to 28* by 5000 RPM and held 28-30* from 5000 RPM to 7100 RPM
Mods:
3.5" length tuned intake & maf
Pathfinder TB
00vi - Power rod deleted
Altima headers
3" y pipe, test pipe, catback
eManage Ultimate
The shop said they will email me the runfiles.
Here are the logs recorded with the EU https://docs.google.com/open?id=0Bx7...FZ5WnJTd1JrY1E
I finally went and got the runfiles https://docs.google.com/open?id=0Bx7...Hk4TndzaHhmbjA
Last edited by schmellyfart; 08-31-2012 at 03:59 PM. Reason: i has runfiles
05-12-2012, 02:14 PM
#3
Probably because I wasn't holding onto the steering wheel. I asked the guy if I needed to do anything and he said no, so that's what I did.
Last edited by schmellyfart; 05-12-2012 at 04:37 PM.
05-12-2012, 10:30 PM
#8
what i like to do to tune is let the autotune work it's magic for a while and then do a couple runs with it off and look at the datalogs and at the injector adjustment map in ms and tinker around until i get it about right.
i'm not worried about the above the rev cut area because i got that part in an excel that stays pretty much constant at 12.8.
what a difference it makes tho. I fixed a vacuum leak that completely threw off my tune (after it was fixed, since it was tuned adjusting for the leak) the car even sounded completely different when the autotune had it dialed in properly.
and i think the two map tuning is really advantageous since the rev bump alone takes up 5 columns. I don't know how other people do it but this way i was able to get it really smooth.
the last column in map 1 and the first in map 2 are set to 0 because otherwise the EMU would adjust it by that value for everything over that RPM range, since that one stays active as long as it's in the other map.
a screen of a random log
the maf variance is crazy tho.. it oscillates with a variance of almost .6v
i'm not worried about the above the rev cut area because i got that part in an excel that stays pretty much constant at 12.8.
what a difference it makes tho. I fixed a vacuum leak that completely threw off my tune (after it was fixed, since it was tuned adjusting for the leak) the car even sounded completely different when the autotune had it dialed in properly.
and i think the two map tuning is really advantageous since the rev bump alone takes up 5 columns. I don't know how other people do it but this way i was able to get it really smooth.
the last column in map 1 and the first in map 2 are set to 0 because otherwise the EMU would adjust it by that value for everything over that RPM range, since that one stays active as long as it's in the other map.
a screen of a random log
the maf variance is crazy tho.. it oscillates with a variance of almost .6v
Last edited by McSteve; 05-12-2012 at 10:53 PM.
05-13-2012, 03:01 AM
#9
What did you dyno?
Its not completely untuned. Timing is decent but the AFR is totally screwed up below 6500 RPM.
110!? Shoot I thought 70-90 was the going price for 3 pulls.
What did you dyno again?
I've tried using autotune a couple times but I could never get it to work, even with the EU set to duration.
I haven't had any issues with getting past fuel cut or tuning above it. All my troubles start around 5000 RPM.
I do the two map tuning as well, and before installing the 3.5" MAF I didn't have any issues. But now I think I found the reason behind it running so rich. Looks like its taking the adjustments I have set for above 6500 RPM and applying them through the midrange.
Looking at the EU logs, it looks like the cause of the 20hp drop is due to the injectors duty cycle being at 100%.
http://www.flickr.com/photos/schmellyfart/7186767066/
what i like to do to tune is let the autotune work it's magic for a while and then do a couple runs with it off and look at the datalogs and at the injector adjustment map in ms and tinker around until i get it about right.
i'm not worried about the above the rev cut area because i got that part in an excel that stays pretty much constant at 12.8.
what a difference it makes tho. I fixed a vacuum leak that completely threw off my tune (after it was fixed, since it was tuned adjusting for the leak) the car even sounded completely different when the autotune had it dialed in properly.
and i think the two map tuning is really advantageous since the rev bump alone takes up 5 columns. I don't know how other people do it but this way i was able to get it really smooth.
IMG]http://i273.photobucket.com/albums/jj217/McSteve2/BS/Screenshot2012-05-13at123446AM.png[/IMG]
the last column in map 1 and the first in map 2 are set to 0 because otherwise the EMU would adjust it by that value for everything over that RPM range, since that one stays active as long as it's in the other map.
a screen of a random log
IMG]http://i273.photobucket.com/albums/jj217/McSteve2/BS/EmuLog.jpg[/IMG]
the maf variance is crazy tho.. it oscillates with a variance of almost .6v
i'm not worried about the above the rev cut area because i got that part in an excel that stays pretty much constant at 12.8.
what a difference it makes tho. I fixed a vacuum leak that completely threw off my tune (after it was fixed, since it was tuned adjusting for the leak) the car even sounded completely different when the autotune had it dialed in properly.
and i think the two map tuning is really advantageous since the rev bump alone takes up 5 columns. I don't know how other people do it but this way i was able to get it really smooth.
IMG]http://i273.photobucket.com/albums/jj217/McSteve2/BS/Screenshot2012-05-13at123446AM.png[/IMG]
the last column in map 1 and the first in map 2 are set to 0 because otherwise the EMU would adjust it by that value for everything over that RPM range, since that one stays active as long as it's in the other map.
a screen of a random log
IMG]http://i273.photobucket.com/albums/jj217/McSteve2/BS/EmuLog.jpg[/IMG]
the maf variance is crazy tho.. it oscillates with a variance of almost .6v
I haven't had any issues with getting past fuel cut or tuning above it. All my troubles start around 5000 RPM.
I do the two map tuning as well, and before installing the 3.5" MAF I didn't have any issues. But now I think I found the reason behind it running so rich. Looks like its taking the adjustments I have set for above 6500 RPM and applying them through the midrange.
Looking at the EU logs, it looks like the cause of the 20hp drop is due to the injectors duty cycle being at 100%.
http://www.flickr.com/photos/schmellyfart/7186767066/
05-13-2012, 07:36 AM
#10
05-13-2012, 11:08 AM
#13
I, too, thought the numbers were low... Particularly the tq. For reference, My car with mevi, short ram, shorty headers, and 2.5 catback put down 205/200. But of course could be dyno settings, other conditions, yada yada
05-13-2012, 12:15 PM
#14
True, but 40tq??? Especially when the hp looks right on.
05-13-2012, 12:28 PM
#15
Maximus92's auto 4th gen was dynoed right after mine, and his car made 177 tq with a cone filter, OBX V2s, and a 3" catback.
05-13-2012, 12:30 PM
#16
What did you dyno?
Its not completely untuned. Timing is decent but the AFR is totally screwed up below 6500 RPM.
110!? Shoot I thought 70-90 was the going price for 3 pulls.
What did you dyno again?
I've tried using autotune a couple times but I could never get it to work, even with the EU set to duration.
I haven't had any issues with getting past fuel cut or tuning above it. All my troubles start around 5000 RPM.
I do the two map tuning as well, and before installing the 3.5" MAF I didn't have any issues. But now I think I found the reason behind it running so rich. Looks like its taking the adjustments I have set for above 6500 RPM and applying them through the midrange.
Looking at the EU logs, it looks like the cause of the 20hp drop is due to the injectors duty cycle being at 100%.
Its not completely untuned. Timing is decent but the AFR is totally screwed up below 6500 RPM.
110!? Shoot I thought 70-90 was the going price for 3 pulls.
What did you dyno again?
I've tried using autotune a couple times but I could never get it to work, even with the EU set to duration.
I haven't had any issues with getting past fuel cut or tuning above it. All my troubles start around 5000 RPM.
I do the two map tuning as well, and before installing the 3.5" MAF I didn't have any issues. But now I think I found the reason behind it running so rich. Looks like its taking the adjustments I have set for above 6500 RPM and applying them through the midrange.
Looking at the EU logs, it looks like the cause of the 20hp drop is due to the injectors duty cycle being at 100%.
05-13-2012, 02:43 PM
#17
Ohh, so in that case I should change the RPM scaling so it doesn't jump from 4500 to 6600 on the second map.
05-13-2012, 05:30 PM
#18
mmm... not bad... what was his hp numbers? seems none of the original DEK guys dyno... hopefully i can throw my AE on the dyno after the header install n maybe 1 or 2 other mods.... im trying to get over 200whp with a mild tune
05-13-2012, 08:56 PM
#20
Do those 1 or 2 mods include the secret mod?
05-14-2012, 03:56 AM
#21
lol... im not sure without a catback it would make it over the 200whp mark but why not shoot for the stars here 
... i dont get a lot of 00-01's to really compare to
05-14-2012, 01:12 PM
#22
Any plans to correct the AFR? For moAr gains?
I gained quite a bit (10+whp) when leaning from 12.5 - 13.5 and a lot more area under the curve too. But you knew that.
Couldn't imagine going from 10.0 - 13.0- 13.5 That be fairly cool.
I think it's probably safe to say that some of us have seen our best #'s happen in the 13.8 range, myself, a 4th gen, and of course Surrat's #'s reflect these type of gains.
With myself and the 4th genner I'm referring to, I belfvie we were both using an AFC, and we all know what happens when we lean out using one of those. But for Surra, that's a different story (albeit kid of a different VQ also) but still, I'm confident it's got more juice in it.
Ghustle, I'm sure you'll get more than 200 with headers and an intake, modest AFR.
I gained quite a bit (10+whp) when leaning from 12.5 - 13.5 and a lot more area under the curve too. But you knew that.
Couldn't imagine going from 10.0 - 13.0- 13.5 That be fairly cool.
I think it's probably safe to say that some of us have seen our best #'s happen in the 13.8 range, myself, a 4th gen, and of course Surrat's #'s reflect these type of gains.
With myself and the 4th genner I'm referring to, I belfvie we were both using an AFC, and we all know what happens when we lean out using one of those. But for Surra, that's a different story (albeit kid of a different VQ also) but still, I'm confident it's got more juice in it.
Ghustle, I'm sure you'll get more than 200 with headers and an intake, modest AFR.
05-14-2012, 01:20 PM
#23
Any plans to correct the AFR? For moAr gains?
I gained quite a bit (10+whp) when leaning from 12.5 - 13.5 and a lot more area under the curve too. But you knew that.
Couldn't imagine going from 10.0 - 13.0- 13.5 That be fairly cool.
I think it's probably safe to say that some of us have seen our best #'s happen in the 13.8 range, myself, a 4th gen, and of course Surrat's #'s reflect these type of gains.
With myself and the 4th genner I'm referring to, I belfvie we were both using an AFC, and we all know what happens when we lean out using one of those. But for Surra, that's a different story (albeit kid of a different VQ also) but still, I'm confident it's got more juice in it.
Ghustle, I'm sure you'll get more than 200 with headers and an intake, modest AFR.
I gained quite a bit (10+whp) when leaning from 12.5 - 13.5 and a lot more area under the curve too. But you knew that.
Couldn't imagine going from 10.0 - 13.0- 13.5 That be fairly cool.
I think it's probably safe to say that some of us have seen our best #'s happen in the 13.8 range, myself, a 4th gen, and of course Surrat's #'s reflect these type of gains.
With myself and the 4th genner I'm referring to, I belfvie we were both using an AFC, and we all know what happens when we lean out using one of those. But for Surra, that's a different story (albeit kid of a different VQ also) but still, I'm confident it's got more juice in it.
Ghustle, I'm sure you'll get more than 200 with headers and an intake, modest AFR.
Once that is taken care of, I may even have it dynoed again at their regular pricing.
05-15-2012, 04:44 AM
#24
Any plans to correct the AFR? For moAr gains?
I gained quite a bit (10+whp) when leaning from 12.5 - 13.5 and a lot more area under the curve too. But you knew that.
Couldn't imagine going from 10.0 - 13.0- 13.5 That be fairly cool.
I think it's probably safe to say that some of us have seen our best #'s happen in the 13.8 range, myself, a 4th gen, and of course Surrat's #'s reflect these type of gains.
With myself and the 4th genner I'm referring to, I belfvie we were both using an AFC, and we all know what happens when we lean out using one of those. But for Surra, that's a different story (albeit kid of a different VQ also) but still, I'm confident it's got more juice in it.
Ghustle, I'm sure you'll get more than 200 with headers and an intake, modest AFR.
I gained quite a bit (10+whp) when leaning from 12.5 - 13.5 and a lot more area under the curve too. But you knew that.
Couldn't imagine going from 10.0 - 13.0- 13.5 That be fairly cool.
I think it's probably safe to say that some of us have seen our best #'s happen in the 13.8 range, myself, a 4th gen, and of course Surrat's #'s reflect these type of gains.
With myself and the 4th genner I'm referring to, I belfvie we were both using an AFC, and we all know what happens when we lean out using one of those. But for Surra, that's a different story (albeit kid of a different VQ also) but still, I'm confident it's got more juice in it.
Ghustle, I'm sure you'll get more than 200 with headers and an intake, modest AFR.
05-15-2012, 07:17 AM
#25
Irish made more than that I thought with only a y-pipe.
Can't for get Icey2k and a few others, (Maxgator, Larrio, mad2kmax, and the dude that had an auto and put down 188).
I have a few of their dynos and some were putting down over 200 with y-pipe, no headers.
05-15-2012, 06:45 PM
#26
His (maxboost95) car seemed a little weak for his mods, IMO.
Irish made more than that I thought with only a y-pipe.
Can't for get Icey2k and a few others, (Maxgator, Larrio, mad2kmax, and the dude that had an auto and put down 188).
I have a few of their dynos and some were putting down over 200 with y-pipe, no headers.
Irish made more than that I thought with only a y-pipe.
Can't for get Icey2k and a few others, (Maxgator, Larrio, mad2kmax, and the dude that had an auto and put down 188).
I have a few of their dynos and some were putting down over 200 with y-pipe, no headers.
05-15-2012, 10:06 PM
#27
Definitely, I need to mess around with the scaling of my fuel maps so that my rev limiter adjustments aren't being applied in the midrange. Then I should have no problem getting the AFRs where I want them.
Once that is taken care of, I may even have it dynoed again at their regular pricing.
Once that is taken care of, I may even have it dynoed again at their regular pricing.
I just saw that you are just starting your map at 3000. Do you still let the ECU auto adjust in closed loop?
I did what nmexmax does. Unplugged the primary O2s. That forces the ECU into open loop all the time, therefore letting me adjust throughout the entire RPM range without the computer trying to readjust from my adjustments.
In your current map the Emanage now slowly increases the addition from 0ms at 4500 to 13ms at 6650. By changing the RPM value in the scale from 4500 to 6400 should completely eliminate all your issues. Because then the computer will ramp up from 6400 to 6500 the amount of fuel which should work great to bypass the limiter.
How did you tune your midrange? how does it pull when you disable your 2nd map? If with only map 1 active it drives awesomely, you know that you're tuned right in that region and you should see a huge increase in numbers.
I'm surprised your car doesn't stall out, thats A LOT of fuel it's adding.
Get to it!
Edit:
What's worthy noting here is that it says your injector duty cycle is at 100%. That doesn't mean your injector is adding the most fuel it can or is maxed out. Duty cycle is not a constant value. It's a mathematical function of the RPM divided by the length of time the injector is firing. So there is really no way of knowing the DC, unless we could get the stock fuel map of the ECU (which would help A LOT in general for tuning purposes and to smooth out these piggy back maps.)
The output duty cycle calculation on that emu is garbage. I'm not completely sure how it is calculated, however it is capped at 100%.
According to that log 100% would be 20.xx ms so technically you would be running at 108% duty cycle...
It doesn't really tell us anything as just a reading... It is nice for tuning purposes, because it is a nice smooth number that adds a percentage of what the stock injector is doing. Therefore by 20% more airflow you should be able to simply add 20% duty cycle, so that the stock setting is simply modified. The problem with that is when the stock setting is way off because it can only add 100% of the input cycle.
Last edited by McSteve; 05-15-2012 at 10:26 PM.
05-16-2012, 12:09 AM
#28
Well yeah dude, I didn't even look at your chart in detail until now. I thought you used two maps for the same reason I do, namely to get more tuning points. But you are using the second map only for extending the rev limiter. Any particular reason you are doing that?
I just saw that you are just starting your map at 3000. Do you still let the ECU auto adjust in closed loop?
I did what nmexmax does. Unplugged the primary O2s. That forces the ECU into open loop all the time, therefore letting me adjust throughout the entire RPM range without the computer trying to readjust from my adjustments.
In your current map the Emanage now slowly increases the addition from 0ms at 4500 to 13ms at 6650. By changing the RPM value in the scale from 4500 to 6400 should completely eliminate all your issues. Because then the computer will ramp up from 6400 to 6500 the amount of fuel which should work great to bypass the limiter.
How did you tune your midrange? how does it pull when you disable your 2nd map? If with only map 1 active it drives awesomely, you know that you're tuned right in that region and you should see a huge increase in numbers.
I'm surprised your car doesn't stall out, thats A LOT of fuel it's adding.
Get to it!
Edit:
What's worthy noting here is that it says your injector duty cycle is at 100%. That doesn't mean your injector is adding the most fuel it can or is maxed out. Duty cycle is not a constant value. It's a mathematical function of the RPM divided by the length of time the injector is firing. So there is really no way of knowing the DC, unless we could get the stock fuel map of the ECU (which would help A LOT in general for tuning purposes and to smooth out these piggy back maps.)
The output duty cycle calculation on that emu is garbage. I'm not completely sure how it is calculated, however it is capped at 100%.
According to that log 100% would be 20.xx ms so technically you would be running at 108% duty cycle...
It doesn't really tell us anything as just a reading... It is nice for tuning purposes, because it is a nice smooth number that adds a percentage of what the stock injector is doing. Therefore by 20% more airflow you should be able to simply add 20% duty cycle, so that the stock setting is simply modified. The problem with that is when the stock setting is way off because it can only add 100% of the input cycle.
I just saw that you are just starting your map at 3000. Do you still let the ECU auto adjust in closed loop?
I did what nmexmax does. Unplugged the primary O2s. That forces the ECU into open loop all the time, therefore letting me adjust throughout the entire RPM range without the computer trying to readjust from my adjustments.
In your current map the Emanage now slowly increases the addition from 0ms at 4500 to 13ms at 6650. By changing the RPM value in the scale from 4500 to 6400 should completely eliminate all your issues. Because then the computer will ramp up from 6400 to 6500 the amount of fuel which should work great to bypass the limiter.
How did you tune your midrange? how does it pull when you disable your 2nd map? If with only map 1 active it drives awesomely, you know that you're tuned right in that region and you should see a huge increase in numbers.
I'm surprised your car doesn't stall out, thats A LOT of fuel it's adding.
Get to it!
Edit:
What's worthy noting here is that it says your injector duty cycle is at 100%. That doesn't mean your injector is adding the most fuel it can or is maxed out. Duty cycle is not a constant value. It's a mathematical function of the RPM divided by the length of time the injector is firing. So there is really no way of knowing the DC, unless we could get the stock fuel map of the ECU (which would help A LOT in general for tuning purposes and to smooth out these piggy back maps.)
The output duty cycle calculation on that emu is garbage. I'm not completely sure how it is calculated, however it is capped at 100%.
According to that log 100% would be 20.xx ms so technically you would be running at 108% duty cycle...
It doesn't really tell us anything as just a reading... It is nice for tuning purposes, because it is a nice smooth number that adds a percentage of what the stock injector is doing. Therefore by 20% more airflow you should be able to simply add 20% duty cycle, so that the stock setting is simply modified. The problem with that is when the stock setting is way off because it can only add 100% of the input cycle.
http://www.flickr.com/photos/schmellyfart/7207923118/
More or less, I let the ECU adjust along with the addition of the airflow adjustment map. I haven't considered removing the primary o2s since closed loop is pretty well taken care of.
I haven't had a chance to test any changes since the dyno. I'm going to try disabling the second injector map first and then try the rescaled injector maps.
Yeah you can definitely hear the change in exhaust tone when it starts dumping fuel. That's when the guy in the video goes to the rear of the car to try and see what my wideband gauge is showing.
I was surprised it made it over the limiter so easily since I recall Moncef having issues getting over the stock rev limit in higher gears and I had only taken it above 6500 in 1st and 2nd gear.
Good to know about the injector duty cycles.
05-16-2012, 11:25 AM
#30
those are decent #'s. once he gets his tuning figured out i say 210-220. it sounds delicious in the over rev range!
i feel like a simpleton using a vafc2 lol gets the job done though. 12.5afr 2-3.5k rpm, 13.5afr 3.5-6.5k rpm, 12.5-12.0 afr 6.5-7.2k rpm on 94 octane
i feel like a simpleton using a vafc2 lol gets the job done though. 12.5afr 2-3.5k rpm, 13.5afr 3.5-6.5k rpm, 12.5-12.0 afr 6.5-7.2k rpm on 94 octane
05-16-2012, 12:36 PM
#32
How did you get into the 6.5-7.2 range with just the VAFC? TS or JWT Ecu?
05-17-2012, 09:27 AM
#36
05-17-2012, 09:38 AM
#38
