Problems! Can't beat a stock 2012 Mustang GT
05-23-2013, 12:54 PM
#26
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CLS55
I've had trouble finding somewhere local that I can get a dyno tune.
05-23-2013, 12:59 PM
#27
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I used a local dyno and had Jerry remotely tune to my car after each run. The files were emailed back and forth a few times. I picked up quite a bit from the box tune for the SC pulley. Torque jumped over 15ft lbs after the tune. Hp was about the same at peak but increased around 10-12 throughout the rpm range.
05-23-2013, 01:07 PM
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CLS55
I used a local dyno and had Jerry remotely tune to my car after each run. The files were emailed back and forth a few times. I picked up quite a bit from the box tune for the SC pulley. Torque jumped over 15ft lbs after the tune. Hp was about the same at peak but increased around 10-12 throughout the rpm range.
About 70k.
05-23-2013, 01:08 PM
#30
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+1
OP have you logged your boost?
Pull the top front motor cover and look for belt dust accumulating on the underside. If your tensioner is worn, you can get belt slip with the 84mm blower pulley. Also, the clutch on these can slip as well.
You need to know boost and IAT.
OP have you logged your boost?
Pull the top front motor cover and look for belt dust accumulating on the underside. If your tensioner is worn, you can get belt slip with the 84mm blower pulley. Also, the clutch on these can slip as well.
You need to know boost and IAT.
05-23-2013, 01:11 PM
#31
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CLS55
I'm planned to datalog with the EC Program today, Jerry tells me I should log:
Intake Air Temp
RPM
Ignition
Load
I can check under the motor cover this afternoon for accumulation on the underside.
05-23-2013, 01:22 PM
#32
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Before I changed my IC pump after 3 pulls my car feels like E320. After changed to Johnson CM30, never have problem again. I suggest you change the IC pump, only $200.
05-23-2013, 02:51 PM
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It will be a great BEFORE / AFTER comparison of the datalogs and would be a great "DIY" or "Tech" type thing to add to one of the sticky threads here...
Being able to see the effect of a dead pump on IATs and timing would be really interesting (to me at least)
-G
05-24-2013, 08:03 AM
#35
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CLS55
Well, dataloging results are in!!
I think it's safe to say the IC Pump is toast. Outside temp was around 65*F. My IAT started around 150*F and climbed to 234*F!!
I think it's safe to say the IC Pump is toast. Outside temp was around 65*F. My IAT started around 150*F and climbed to 234*F!!
05-24-2013, 08:12 AM
#36
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E55, G55, 1987 Kasten Wagen (2 door LWB G WAGON) 1991 e30 vert with euro M3 motor
234*F
problem found, replace pump, job done 
looking forward to the follow up race results once pump is replaced
05-24-2013, 08:26 AM
#37
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CLS55
I've also logged ignition timing as requested from Jerry@Eurocharged. I'm a bit dumb in this department, can someone explain this number to me a little, and perhaps what number is "normal"? Thanks!
05-24-2013, 08:44 AM
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05 White Pano E55, Cadillac CTS-V
That is telling you how many degrees BTDC (before top dead center) that the ignition if firing. As the engine gets to higher rpms you want that number getting higher and higher so it fires in time to burn the mixture before the engine dumps the air/fuel out.
You should see in a perfect log where the car has low intake temps and no timing pull a number around 20 in the upper rpms and in the midrange more around 10-15 range. You may see a high number like 30 at the very end when you have let off the gas or at the beginning before going wide open and being in boost (full load on the engine). The refresh rate of the datalogging is slow in these cars so you only get a reading every few hundred rpm so there could be a misleading number to you (like 30) at the very upper rpms since it logged the timing after you let off the gas, but it may say an rpm at redline.
But anywhere in the 15-20 range up to say 6500rpm, the closer to 20 the better. But unless it is cold outside and/or you have race gas in the car you may not see 20 but more like 18 with a 15, 16, 14 mixed in there as the car compensates and retards (pulls) or advances the timing at any particular rpm. The ecu will begin to pull timing at 95 degrees F intake temp and then incrementally pull more at different margins higher than that.
You should see in a perfect log where the car has low intake temps and no timing pull a number around 20 in the upper rpms and in the midrange more around 10-15 range. You may see a high number like 30 at the very end when you have let off the gas or at the beginning before going wide open and being in boost (full load on the engine). The refresh rate of the datalogging is slow in these cars so you only get a reading every few hundred rpm so there could be a misleading number to you (like 30) at the very upper rpms since it logged the timing after you let off the gas, but it may say an rpm at redline.
But anywhere in the 15-20 range up to say 6500rpm, the closer to 20 the better. But unless it is cold outside and/or you have race gas in the car you may not see 20 but more like 18 with a 15, 16, 14 mixed in there as the car compensates and retards (pulls) or advances the timing at any particular rpm. The ecu will begin to pull timing at 95 degrees F intake temp and then incrementally pull more at different margins higher than that.
Last edited by urbamworm; 05-24-2013 at 08:47 AM.
05-24-2013, 08:52 AM
#39
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CLS55
That is telling you how many degrees BTDC (before top dead center) that the ignition if firing. As the engine gets to higher rpms you want that number getting higher and higher so it fires in time to burn the mixture before the engine dumps the air/fuel out.
You should see in a perfect log where the car has low intake temps and no timing pull a number around 20 in the upper rpms and in the midrange more around 10-15 range. You may see a high number like 30 at the very end when you have let off the gas or at the beginning before going wide open and being in boost (full load on the engine). The refresh rate of the datalogging is slow in these cars so you only get a reading every few hundred rpm so there could be a misleading number to you (like 30) at the very upper rpms since it logged the timing after you let off the gas, but it may say an rpm at redline.
But anywhere in the 15-20 range up to say 6500rpm, the closer to 20 the better. But unless it is cold outside and/or you have race gas in the car you may not see 20 but more like 18 with a 15, 16, 14 mixed in there as the car compensates and retards (pulls) or advances the timing at any particular rpm. The ecu will begin to pull timing at 95 degrees F intake temp and then incrementally pull more at different margins higher than that.
You should see in a perfect log where the car has low intake temps and no timing pull a number around 20 in the upper rpms and in the midrange more around 10-15 range. You may see a high number like 30 at the very end when you have let off the gas or at the beginning before going wide open and being in boost (full load on the engine). The refresh rate of the datalogging is slow in these cars so you only get a reading every few hundred rpm so there could be a misleading number to you (like 30) at the very upper rpms since it logged the timing after you let off the gas, but it may say an rpm at redline.
But anywhere in the 15-20 range up to say 6500rpm, the closer to 20 the better. But unless it is cold outside and/or you have race gas in the car you may not see 20 but more like 18 with a 15, 16, 14 mixed in there as the car compensates and retards (pulls) or advances the timing at any particular rpm. The ecu will begin to pull timing at 95 degrees F intake temp and then incrementally pull more at different margins higher than that.
Here's my log. I'm seeing numbers as high as low-30s.
05-24-2013, 08:58 AM
#41
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CLS55
So I see when I am at 100% load I'm getting an ignition timing of around 10-13, and of course my IAT's are waaaay high. If I'm understanding right, because my IAT's are high the ECU is pulling ignition timing which is why it's slow?
05-24-2013, 09:59 AM
#42
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2004 E55 AMG
timing being pulled and at a certain intake temp the supercharger will not be engaged (others correct me if i am wrong here)
05-24-2013, 10:47 AM
#43
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Don't forget guys, the mustangs are 600lbs lighter than we are.
I raced a '13 5.0 with an exhaust from 60-145, this is the outcome:
http://s304.photobucket.com/user/ejm...9bc34.mp4.html
Last edited by rockthemullet; 05-24-2013 at 10:58 AM.
05-24-2013, 10:53 AM
#44
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CLS55
Wow, yea that's a bad pump.
Don't forget guys, the mustangs are 600lbs lighter than we are.
I raced a '13 5.0 with an exhaust from 60-145, this is the outcome:
http://s304.photobucket.com/albums/n...psac89bc34.mp4
Don't forget guys, the mustangs are 600lbs lighter than we are.
I raced a '13 5.0 with an exhaust from 60-145, this is the outcome:
http://s304.photobucket.com/albums/n...psac89bc34.mp4
Would you do better from, say, 50 though being able to grab 2nd gear?
05-24-2013, 10:58 AM
#45
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Crap, fixed the link. I did start in second
I should probably clarify...
ASP 180mm pulley
MBH Headers
EC HE
JM30
I should probably clarify...
ASP 180mm pulley
MBH Headers
EC HE
JM30
Last edited by rockthemullet; 05-24-2013 at 11:00 AM.
05-24-2013, 11:00 AM
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05-24-2013, 11:08 AM
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-G
05-24-2013, 11:09 AM
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05-24-2013, 11:39 AM
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