Mods: AEM CAI, DC Sports Header, JIC single outlet exhaust, Denso IK24's, Spoon Stat/switch.

I lost 18-20 whp since the last dyno and my air/fuel is all over the place.

after tuning with the VAFC, I was able to get 20 HP back over a broad range 7-9K, 40 HP between 8-9 at peak, before tuning I was at 150-154 between 8-9K.

with the insert in 189whp was the max. took the insert out 199 whp was the max

182.2 peak @ 7800-7900 was what I started with, the dyno shows a power dive off after 8K to the extreme, at 9K I had 150 whp. a/f

199.1 is what I ended with and from 7-9k a constant 20 hp gain was maintained

139 was max tq

13.2-13.5 a/f readings afterwards

a/f prior 17.5 - 10 with lots of crazy spiking and then a sharp dive off

the 3500 rpm bog that has been seen because of the AEM no longer exists either.

88 degrees out and about 51% humidity. It was even worse off in the garage.

WHAT THE F*CK is going on with my car? Last Dyno shows 198-200 peak.

does changing the exhaust and going to a single really hurt the a/f maps of the stock ECU.

After seeing this today. I am glad I am going to a Supercharger. Power will stay more consistent. I am also going with AEM EMS, larger injectors, smaller pulley and obviously spending money on tuning the car. This won't be done all at once. I will have to save over the summer and then complete the final kit at the end of the summer once all pieces of the puzzle are paid for.

This makes me sick.

 

I always had very nice dyno results with my J's Racing single outlet exhaust... Maybe your VAFC is screwing up?

 

The first run was with the settings in the VAFC being set to 0% and "factory" settings based on the instructions from Apexi.

 

Since you had the harness, and such a weird baseline, you really should have done another baseline with the V-AFC removed. Did you reset your ECU at any time during the tuning?

Did you get your dyno results on disk? Can you post your baseline and results (charts)?

 

ECU was reset once. That alone increased power by 5. I took the silencer out and 13hp was gained.

I didn't get the results on disk. I am sure I can get them from the shop on monday. I have a print ou of HP before/aft & a/f before/aft on the same sheet.

gernby,
I got in rush and a friend of mine knows Brice at Alamo and he took me down there today and Brice tuned the car. I know some of you don't like Alamo, but they have had a lot of cars on the cover of turbo magazine and write up's alike in the magazine. Matter of fact he did the supercharged solara V-6 MR2 conversion that we saw at the BMW auto-x. He is also currently working on a V-6 solara supercharged & turbo on the same engine MR2.

I will be going back to the dyno again soon. Just to see if ambient temps had a effect on the car. I'd like to go back to speedwerks, since the car was dyno's there once already.

I'll write down all of the vafc settings and post those for review.

 

Have you bought the AEM yet? If not, PM me and I'll tell you where you can get one for $1150 plus shipping. I've ordered one for my UR turbo setup. Tuning should be fun

 

Dude, I really wish you had done the exhaust by itself. Even though you say the VAFC was set to +0 all across the board, I still expect that it is the root of your problem. I really wanted to see what kind of difference it makes (since that is the exhaust I'm considering buying). Bummer.
You should go back to Speedworks, though, so you can get a more accurate comparison to your last baseline. Going from dual to single exhaust, plus adding a tuned VAFC, I would expect a +3 to +5 peak rwhp gain (from the exhaust), with lots of extra room under the curve in the mid range (from the VAFC).

 

I didn't realize that you went to a different shop. That could easily account for 10 HP of loss. Was this a Mustang Dyno, or a DynoJet?

 

You also can't really complain about the 13 HP loss with the silencer. The exhaust is designed to make power without the silencer. The silencer is a serious compromise. I wouldn't be surprised if you hit 210 at SpeedWorks.

 

I did some research last night. 3 hours later, 12 VAFC threads, I wrote down a compulation of settings that worked for many different owners. Kind of like a consensus of information. I now understand the VAFC more now than I did before. I wrote down my existing VAFC settinngs, for just in case purposes. The settings that were used by my tuner yesterday, wer not far off from what many owners dating back to 2001 are using now.

Gernby, I also adjusted the lo throttle high throttle settings to 50/51. I was reading that when throttle position is more than 25% open the ECU is in open loop, at which the VAFC can pick up and make correction points and the ECU will not be able to learn these and correct them over time.

I also noticed that the tuner did not match the NE correction points with LVT/HVT transition pick up points. I am going to change this and see if the car feels stronger goin into Vtec transition, there is a slight hesitation.

I set the hi<<lo unmt is -6, -8 was suggested by RT, to keep the car from sputtering when decelerating. All narrow settings were left to Zero, which is common.

dynamometer is what I saw on the equipment. is that a dynojet?

I will go back to speedworks again with new settings to try out. I will take the vafc out, run 3 times. Then lug it back in and start tuning from there. I would like to do this soon.

There is a significant difference in the over all performance of the car.

If anyone is interested in renting a dyno for a 1-2 hour period for tunning. Let me know. I wouldn'y mind kicking in my fair share of $$.