Wtf?? 02 Voltages
The power vs AFR curve has a fairly flat peak
about 12.8:1 AFR (though this center may vary
a bit by engine particulars). This means a fuel
change, about peak, will not improve anything.
That's kinda how you know, when you're done
tuning and need to get back to bolting-on
so as to need more tuning....
http://community.webshots.com/photo/...75387375MYoTiA
On the other hand, fuel changes alone may not
put you to ideal, either; they probably will require
some spark adjustment for optimum burn timing.
So before you write off the changed fueling, try
a couple degrees' added advance and see if you
pick up anything (besides KR).
about 12.8:1 AFR (though this center may vary
a bit by engine particulars). This means a fuel
change, about peak, will not improve anything.
That's kinda how you know, when you're done
tuning and need to get back to bolting-on
so as to need more tuning....
http://community.webshots.com/photo/...75387375MYoTiA
On the other hand, fuel changes alone may not
put you to ideal, either; they probably will require
some spark adjustment for optimum burn timing.
So before you write off the changed fueling, try
a couple degrees' added advance and see if you
pick up anything (besides KR).
Thread Starter
10 Second Club
Joined: Mar 2003
Posts: 346
Likes: 0
From: pierre part louisiana
ive been changing it both ways and my voltages have changed from .800 to .920 and ive had no change whatsoever in ET ive made several 12.61 passes in a row (i never though ide want to change this since i am a serious every weekend dragracer) and ive set my timing from 29-30 degrees at WOT EFI live .
I think you should look more at trap speed
(which relates most to HP) than at ETs
(which embody more variables like traction
etc.).
But, when all is said and done, tuning will
only go as far as maximizing the value, of
what your plumbing will flow.
Tell you what, post your various runs'
MPH record, PE and spark settings in place
on each, like
PE1 Spark1 MPH1
PE2 Spark2 MPH2
...
and I'll try putting them onto an Excel "map".
Though it would help if they're on some sort
of consistent basis, we could "fake it for clarity".
(which relates most to HP) than at ETs
(which embody more variables like traction
etc.).
But, when all is said and done, tuning will
only go as far as maximizing the value, of
what your plumbing will flow.
Tell you what, post your various runs'
MPH record, PE and spark settings in place
on each, like
PE1 Spark1 MPH1
PE2 Spark2 MPH2
...
and I'll try putting them onto an Excel "map".
Though it would help if they're on some sort
of consistent basis, we could "fake it for clarity".
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i made a little spreadsheet of all my runs, track conditions, DA and what changes I made between runs and all of my 1/8 and 1/4 ET and MPH remain relatively unaffected.
here is the sheet:
http://tech.cfbinc.com/dave/Vette/HP...slip%20log.xls
here is the sheet:
http://tech.cfbinc.com/dave/Vette/HP...slip%20log.xls
Last edited by TT_Vert; Jul 7, 2004 at 01:53 PM.
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