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Old 07-02-2019, 08:38 AM   #29
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I would check with them. I had nothing but great response.
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Old 07-02-2019, 09:07 AM   #30
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Quote:
Originally Posted by wookwook View Post
I would check with them. I had nothing but great response.
I sent an email and a PM to one of the guys here. I'm not upset...sometimes things take a bit. I'm just anxious to get this thing on, especially since i'm still waiting for RaceChip to get their act together.
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Old 11-01-2019, 06:58 PM   #31
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Latest Dyno Update. Went from a RaceChip to an Email Tune. I have been dialing in the details, Air to Fuel, Spark and Torque. I went to Granite State today to get a base dyno. The results are good. But the interesting part is in the deriving the power at the Flywheel, because I want to be informed of what the drivetrain is running, while I ponder future work. The Trans is rated at 325 Tq. How much overbuild is in there is anybody's guess I suppose, but there are reports of up to ? way high torque.


I liken generic 400 hp comments to "someone went over Niagra Falls in a barrel and survived", if you get my meaning. But I am looking for real info on this TR 3160 M6 and its longevity and real world experience. I saw that the Mustag GT 350 ran this same trans, but is it really the Same?


Baseline Tune Vs Racechip - RED is NEW - My Baseline Tune zzp base tune fine tuned by me forbaseleine - air, spark and torque. See my AFR Line!


BLUE is GTS Racechip on 6 about 6 months ago.

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HP Scanner Chart with Raw Wheel PID in the top HP/TQ graphic, .15 compensated Trans loss Factor is the Lower HP/TQ window.

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Here are the PIDS I used. They were given to me by a reputable Vendor, Power and forced based on Airmass...



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These PIDS are simply the above with a 15 percent gain added for trans loss to estimate FLYWHEEL.


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Scanner with the graph.


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OK. Here is a series of data. Comment as is fit.
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Old 11-02-2019, 10:59 AM   #32
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I do 4th gear pulls on the dyno.
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Old 11-02-2019, 01:02 PM   #33
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glad you added the input.. yeah, i do them in 4th too. roads are short at 6k rpm. 4 is fine for comp purposes and scratch pad work, but I am just trying to get a bead on an estimate of the crank input at certain times. I will get around to the math at some point. fall cleanups ahead. but Dang how did I miss that.
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Old 11-15-2019, 01:17 PM   #34
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I dyno in 4th also.. good info wook
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Old 11-15-2019, 05:33 PM   #35
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Hi Thank you.. I'm trying. I'm not brilliant, but I like to try and figure it out. It's a very challenging project.
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Old 11-17-2019, 05:09 PM   #36
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Wook, with your expertise and education in Math, is it your opinion after doing all of this math (thank you BTW!), that the virtual dyno is very close too the actual dyno numbers you are getting when configured and drove correctly? I personally have been adding a 10% loss factor to my HP math, and generally ignore anything past 5250 as far as HP peaks go. Perhaps I should re caculate.
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Old 11-17-2019, 06:36 PM   #37
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I will try and answer it the way I am thinking today.



I don't get to proof the numbers (run dynos) as much as I want to be absolutely certain that there is a reasonably good prediction.... my thinking was to resolve the gearing multiplier and then get some real tests as I go.



I guess - its a work in progress. I basically use the torque pid and do the usual tally and get a sensible check against SAE calc. I would be happy to run a crunch for you or send you the spreadsheet if you want. it just amounts to theoretical 1:1 to try and align with web builder articles. You know 650 HP builders lol....



as a fyi I worked on turbo/ pressure delta factor and I got some 4500+ airmass gains and ran a 4.6 @ 0-60.



i can send you the XL chart and you can see the formulas.
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Old 11-18-2019, 09:35 AM   #38
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Ok, I got ya. Kinda where I am at with this as well.




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Old 11-18-2019, 10:14 AM   #39
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We were doing pulls with the A8 in 4th but after bolt-ons and a tune we found it was to short to get up to speed and ended up doing 5th gear pulls to better represent on-road conditions. 4th will give you those nice big numbers that look oh so sweet but it's not really a great accurate representation of what the car is doing.
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Old 11-18-2019, 11:51 AM   #40
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Yes! is exactly where I am now. I need to learn some background on it first. Was comparing WG DC with PR for some reason, it had to do with seeing where and what scan pids would be good to log if possible. I can see my air flow has alterated a little bit so I will recenter wot/maf before working in there.

THANKS COOPER.


Yeah, I think for Tuning, for doing measurements, we would want some kind of absolute measurement, that's not magnified by a gear multiplier. But what do I know? As an engineer it just seems normal to look at it that way.



But definitely getting a sweet graph in the meat of the pull is good to know too! You can still tune everything you want to in lower gears as a starting point on M6. I guess its easier there than M8.
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Old 11-18-2019, 04:13 PM   #41
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NP, and you already have the perfect, universal 'absolute measure already built into the scanner. It's what I use to truly gauge if a maf/ve lb per hr change is actually making more power or not.
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Old 11-19-2019, 11:36 AM   #42
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My head explodes when I see you both chatting... wook and cooper
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