[Atomic Ed]

I finally had an afternoon to myself and decided to do a few pulls to gather some data. These were all 3rd gear pulls with an ambient temp of 90 degrees.

Please comment on what your seeing and I have a few questions above some of the pics.

A funny side note: I did a few pulls on a back road that is hidden behind a hill to the entrance ramp. After the pulls, I topped the hill to see two county LEOS parked across the road, blocking it, with lights flashing! I thought, well this is it, they got me! I slowly pull up an rolled my window down with a kicked dog look on my face. Come to find out, a truck had turned over and they were making me turn around to avoid the smoke....Whew!


For all screenshots, the background line is the RPM line, up to 6500 rpm.

This plot is the manifold pressure in psi. What I'm questioning is the fluctuations. Is this normal for a PD/Roots/TVS Eaton?



Here's knock retard in degrees. One degree knock retard occasionally seems not too bad, but will work on it with temp reduction.



And here is intake air temp in degrees F. This will be an area I'll tackle later to reduce if I can. Is this too high?



Next is lambda. Looks OK too me.



Timing advance in degrees. I noticed the timing pull due to knock retard at around 5K rpm. Could use some comments on this graph.



And last is barometric pressure. The measurement is in mmHg.



Again, commentary is most welcome.

[E-Ray]

[IMG][/IMG]

This is all greek to me. All I know is I hit the gas, and off she goes.

[Daves1SS]

Never mind my request for you to email me this data, Ed. I had not seen this thread when I replied to your PM.

So are you experiencing any pulsing in the power delivery like me? Or does your first screen shot just make it look like it but it feels fine?
Mine is dramatic though, like it will cut out for even a full second at times then come back on strong. I'm hoping mine is just an actuator issue.

[Atomic Ed]

Originally Posted by E-Ray

[IMG][/IMG]

This is all greek to me. All I know is I hit the gas, and off she goes.

I have spent hours upon hours working with tuning my Audi with a big turbo. I'm have just enough amateurish knowledge to make me dangerous.

[Atomic Ed]

Originally Posted by Daves1SS

Never mind my request for you to email me this data, Ed. I had not seen this thread when I replied to your PM.

So are you experiencing any pulsing in the power delivery like me? Or does your first screen shot just make it look like it but it feels fine?
Mine is dramatic though, like it will cut out for even a full second at times then come back on strong. I'm hoping mine is just an actuator issue.

My pulsing is noticeable, but minor. The fluctuations in the screen shot don't seem right to me. On a turbo car, I would go straight to the wastegate actuator and do some testing with a vacuum pump. The fluctuations like this on a turbo is usually a sign that the wastegate is being blown open, pressure relieved, wastegate slams shut, repeat. Usually a higher pressure wastegate actuator solves this problem.

But a turbo is a centrifugal device, so I shouldn't make too close of a comparison. The pulsing could be an artifact of this type of FI, or some software issue, but I don't have enough experience with these PDs to know any better.

[Daves1SS]

Driving to work this morning, I never got into the gas hard. But just driving at a steady rate of speed, it would VERY lightly pulsate back and forth much of the drive.

[yonson]

Your MAP sensor readings are normal, all of Edelbrocks systems do that, it's due to their placement of the MAP sensor...

The timing dip is most likely due to the knock event at the end of the run.

[Speedy1975]

The MAP sensor readings look like belt slip to my eyes. I would expect some very slight fluctuations, but not the saw graph we see here. If you check around your blower pulley is there any fine black powder? Do you get any on your fingers if you check? That could be a sign of belt slip as well. I wouldn't expect any at 7psi.

In 90° air 1° of STKR isn't bad. I assume your running 93 octane fuel? Ideally you'd like to see this no more than .5° but again, not a major concern. Your topping out around 14-15° of timing which ain't bad on a stock motor at 11:1 compression. Should feel pretty good.

I'm surprised by the IAT. 182° seems a bit high to me, but your starting point also seems higher than I would expect at 148ish. Was this after romping around in the car or was this cruising to your designated test track easy then romping it? This could be one area for improvement.

The Lambda graph looks spot on after I did the conversion. I'd recommend switching that metric to "AFR" if possible to give readings most people are more used to seeing, like 11.8:1 instead of .80 for example.

Since your MAP sensor appears to be reading absolute pressure, there's no need to log Baro. Looks like it already did the math for you, which is a good thing.

Cross check that belt for any slip, not used to seeing that, and let me know on the IAT questions. Other than that looks real good to me.

[yonson]

It shouldn't be belt slip. I've done a lot of E-Force calibrations over the years, they all do that...

Here's a 16 SS from the other day with an E-Force.

[Speedy1975]

Harder to see the scale on your above screen shot. On the OPs it's fluctuating by 3psi on the scale. Is yours the same?

If so, what causes it?

[Atomic Ed]

Originally Posted by yonson

Your MAP sensor readings are normal, all of Edelbrocks systems do that, it's due to their placement of the MAP sensor...

The timing dip is most likely due to the knock event at the end of the run.

I had forgotten about the MAP sensor move.

[Atomic Ed]

Originally Posted by Speedy1975

The MAP sensor readings look like belt slip to my eyes. I would expect some very slight fluctuations, but not the saw graph we see here. If you check around your blower pulley is there any fine black powder? Do you get any on your fingers if you check? That could be a sign of belt slip as well. I wouldn't expect any at 7psi.

In 90° air 1° of STKR isn't bad. I assume your running 93 octane fuel? Ideally you'd like to see this no more than .5° but again, not a major concern. Your topping out around 14-15° of timing which ain't bad on a stock motor at 11:1 compression. Should feel pretty good.

I'm surprised by the IAT. 182° seems a bit high to me, but your starting point also seems higher than I would expect at 148ish. Was this after romping around in the car or was this cruising to your designated test track easy then romping it? This could be one area for improvement.

The Lambda graph looks spot on after I did the conversion. I'd recommend switching that metric to "AFR" if possible to give readings most people are more used to seeing, like 11.8:1 instead of .80 for example.

Since your MAP sensor appears to be reading absolute pressure, there's no need to log Baro. Looks like it already did the math for you, which is a good thing.

Cross check that belt for any slip, not used to seeing that, and let me know on the IAT questions. Other than that looks real good to me.

Thanks for your reviews Speedy and yonson. I'm glad to see someone else come to basically the same conclusions that I have; MAP fluctuations and heat.

The belt is doing fine, no slippage.

I sent the top screen shot of the MAP sensor to Edelbrock and they have already responded! They also think that the MAP readings are fluctuating too much. I just finished an actuator test with a hand vacuum pump and sent them the results. We'll see what they say.

Octane setup is for 91, no 93 around here and only one place for 92.

This run was the third run for the day. (Took me two runs to figure the software out.) So I suspect the SC was heat soaked somewhat. My thinking is I need to go after the heat soaking/removal as a project to improve overall performance (and probably improve knock retard). I'll throw up another thread to gather ideas later or if you have some, I'd like to hear them.

I've been fiddling with Euro builds, so I speak the lambda lingo pretty well. Gotta say these things are a lot simpler that the Audi's where you have literally controllers controlling other controllers in series.

Regardless of this discussion, the E-Force is running great. I just like to dig in to these systems and learn new things. It still hits 450 ft.-lbs. at 2500 rpm and 560 rwhp as it sets.

[Daves1SS]

What were the results of your vacuum pump test Ed? Here were mine.

https://youtu.be/rJc0XwA8LHs

[Atomic Ed]

Originally Posted by Daves1SS

What were the results of your vacuum pump test Ed? Here were mine.

https://youtu.be/rJc0XwA8LHs

Same as yours, cracked at 7 in-Hg and full travel at 13 in-Hg.