Joseph, if you want me to send you a copy of the files I have for the dyno runs. I can send them to you. Just give me the email you want them at. You can see the afrs if I add the option etc....lmk mang

 

george1879 at charter punctuation net pls kthx!

200 at 7 and 7500 sounds solid, shame you couldn't get a 12 psi run in

 

I have a chassis dyno at my shop. Those breaks in the lines are a problem with the pickup. You can try a different plug wire, this has helped in the past for me. Some wires have almost too much sheilding for the pickup to work. Other times the dyno is fucked up and needs new parts. Congrats it should be fun.

Randy

 

Files and program to view them have been sent to ya mang. LMK what you think

 

I'm a little annoyed that Josh was told he had a problem with his car, when the shoddy inductive pickup on that dyno couldn't pick up over 7500 rpms on a bunch of high revving Honduhs, and YOU have erroneous 50+ (can't make out exactly how high the spike goes) wtq spikes right above 4000 rpms that last for 100rpms of the graph. I can't remember what Josh had by the way of plugwires, so iceracercrx's suggestion as well as smoking over his grounds (which might be a partial problem), but there was something wrong with that dyno's inductive pickup, or the operator's knowledge, period.

Anyway, your graph:

Torque builds sharply and then falls off sharply at 5800 rpms. The sixty trim is a tiny unit, and it being a tiny "stage 1" OEM turbine wheel you'll start to kill off top end power at some point, but I don't think it will be at the ~200 whp level. For the 7 psi range, a couple more degrees of timing added into the 6000+ rpm range should net you a good bump in power with no loss of safety. That's good power for a small turbo, single digit boost, on a log manifold.

edit: I dunno what to say about the AFRs, we shot for 11.7-11.8:1, and it was stable. In tailpipe sniffer? If so, those read a tenth or two leaner, but that's still not what we shot for. I'll get in touch with Ben Ogle, might be something by way of IATs due to cooler ambient temps (although that usually swings you richer?), or... what I'm afraid of... barometric pressure dysfunction due to altitude. Time to start taking people down the mountain to verify things.

Wish you'd gotten a 12 psi run. People'd be screaming sixty trim HMT power, y0.

 

Gah. I have the scalings set wrong in this picture. Zoomed in, shows you going 12.5:1 momentarily at 4000 rpms, then again 5800-7000 rpms.




Did you have your valves reseated when you put in the new piston? Any changes to your setup whatsoever since I tuned it? I'm trying to eliminate anything that could change AFRs that doesn't have to do with the PR3/PW0 code.

 

Here we go:

 

All I did was replace the piston and rings. I didnt touch the valves at all. Replaced with same piston (PR3). They used a tailpipe WB. I checked compression in the motor the day before the haul down to charelston and all were reading 230 except #1...which was at 200. I figured after teh drive, the rings would seat more and make better compresion. Havent had timeto check it since then. but it pulls like a bitch lately.

 

What was your compression before the rings? I remember it being pretty high.

 

230/5 in all 4. it was always a pretty healthy motor...