FWDP Dyno Tuned Calibrations

[JamesL]

It did have a 2" 90 degree elbow coming off the swingvalve. I opened up the swing valve quite a bit and attached a 3" short radius elbow to a three inch down pipe vs. the 2.5 inch crimp bend setup it had. I expected to spool a lot faster. Though it did spool a little quicker it is not where it needs to be yet. I was happy with the power increase and it came in a little sooner. I'll play with some timing and fueling down low to get a little more heat in the turbo sooner.

Well I got it to 331 HP but I'm still not happy with the spool time. Unfortunetly, the customer really wanted his car so my latest revision is untested for his setup. Looks like I'll have to finish one of those Spirits sitting out there. I made some fairly radical timing changes down low to get some of the fuel igniting in the exhaust manifold for a quick spool option but didn't get a chance to test it.

[turbovanman²]

Thats some good numbers for a 46 trim.

[devlish]

nice work once again!

i really wish your shop wasn't so far away....

[mario03SRT]

James,

I've been loooking this over for a while and have to ask a Q or 2.

Looking at the afr curve I'm curious as to the decisions for the richness of the setup particularly in the mid range. Are your douching the motor to prevent knock? If a mid 11 afr was used with some good 93/94 octane across the board is the engine going to rattle itself to death? You have control over timing and fuel so I'm looking to learn about the 2.2 and the "nature" of the combustion. I'm a Neon guy up until now and messing around with the 2.2 now. But I've always tried to get the afr flat as possible w/o any excessive knock activity. Why not richen up top and run leaner earlier? The afr curve seems inverted to me.

Also why are there peaks and valleys in the HP curve up top? Can't that be tuned out.

I have the same FM 46 trim/63 AR turbo on my Daytona and your off the shelf STG V cal and I'm hoping for at least 350hp with a Menegon head, Water/Alky and a STG2 cam. Am I dreaming?

BTW this turbo is very peaky it appears, as mine does not start to make any real power til 4k per the butt dyno. Kinda disappointing to be sure. I told FM I wanted a street beast with some track capability.

FYI,
Marion

[JamesL]

James,

I've been loooking this over for a while and have to ask a Q or 2.

Looking at the afr curve I'm curious as to the decisions for the richness of the setup particularly in the mid range. Are your douching the motor to prevent knock? If a mid 11 afr was used with some good 93/94 octane across the board is the engine going to rattle itself to death? You have control over timing and fuel so I'm looking to learn about the 2.2 and the "nature" of the combustion. I'm a Neon guy up until now and messing around with the 2.2 now. But I've always tried to get the afr flat as possible w/o any excessive knock activity. Why not richen up top and run leaner earlier? The afr curve seems inverted to me.

Also why are there peaks and valleys in the HP curve up top? Can't that be tuned out.

I have the same FM 46 trim/63 AR turbo on my Daytona and your off the shelf STG V cal and I'm hoping for at least 350hp with a Menegon head, Water/Alky and a STG2 cam. Am I dreaming?

BTW this turbo is very peaky it appears, as mine does not start to make any real power til 4k per the butt dyno. Kinda disappointing to be sure. I told FM I wanted a street beast with some track capability.

FYI,
Marion

Hi Marion, I think most of the issues I've had with the AFR have more to do with this turbo setup in conjunction with the stock head, cams and manifold. I have in fact leaned it up a bit in the lower and mid range and fattened it up a bit on top along with some timing changes, but it will be a few weeks until I can test it on his car. I am looking for an ideal AFR curve through out the run. Changes to these cals often have to be done in very small increments and it takes time to get perfectly dialed in. As for knock, the nature of the T3 helps a lot. You really have to screw up to make it knock significantly. So no, I'm not pouring on fuel to prevent knock. In this particular setup I'm just not getting all the air for the fuel thats flowing and so I'm still dialing it in. As for the dip in HP, I'm seeing a slight drop in boost at that point so I'm dialing in the wastegate duty cycle as well. I definitely think you can get to 350HP.

[My96z]

Its nice to see somone doing dyno tunes on these cars on a regular basis. When I get back to the world I plan on dropping my ugly van off to you guys for a few days to get some good dyno tune time on it! Great work!

Jeff

[turbovanman²]

Its nice to see somone doing dyno tunes on these cars on a regular basis. When I get back to the world I plan on dropping my ugly van off to you guys for a few days to get some good dyno tune time on it! Great work!

Jeff

That would be cool,

[Ondonti]

Nobody even mentioned what turbine wheel was in that 46 trim so I dont see how people can be judging the turbo.

Still seems there is something wrong though.
Thats not even close to a "big turbo" for a 16valve 2.2 liter motor.

[turbovanman²]

Nobody even mentioned what turbine wheel was in that 46 trim so I dont see how people can be judging the turbo.

Still seems there is something wrong though.
Thats not even close to a "big turbo" for a 16valve 2.2 liter motor.

Either way, a 46 trim is wrong for a 16 valve engine, hehehe,

[glhs727]

We don't know what the 46 had for a turbine wheel. We didn't sell it, or install the turbo, and the customer didn't know. But 331 whp on a stock head, block, and manifolds with a small turbo is great in my book. If he had a nice 50 trim, or 60-1 and ran 25 psi of boost instead of the 18 psi he had, I'm sure he would have been in the upper 300's easy. Add a ported head, ported exhaust manifold and cams, I'm sure it would have been 400+.
BUT the customer wasn't looking for mongo hp, he was building a reliable daily driver/street warrior, and was estactic with the 331 #. Of course going from 246 to 331 with just a ECU/fuel and exhaust upgrade is quite an improvement.
later,
Cindy

[glhs727]

Either way, a 46 trim is wrong for a 16 valve engine, hehehe,

+1

[8valves]

Of course going from 246 to 331 with just a ECU/fuel and exhaust upgrade is quite an improvement.
later,
Cindy

Don't forget that extra boost...