Did some data logging today...it's an eye opener!
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From: Puerto Rico
2005 E55 AMG
Did some data logging today...it's an eye opener!
I must say...I was completely blind to some things that were going on in my car until today...and they are frightening.
Today I thought it would be a good idea to take my laptop with me and use my autoenginuity scanner to log some data. What I ended up with was the following.
1) First, I can't believe how crappy mercedes' refresh rate is on their OBD ports....it's horrid. My pulls were from 40ish to 120-130ish and I only got a few bits of data out of it. So sad.
2) This is my first scan:
This is 2nd and 3rd gear. Ambient temp was 92*. Does 14.5psi sound good for my mods? How about my timing?
2) This was my second scan. It contains two runs in one, aproximately 2 minutes one from the other. Both are 2nd and 3rd gear.
If anyone here knows how to calculate injector duty cycle, it seams like after 5500rpm my car is at 100% IDC up to redline....YIKES!!! That's REALLY bad! So bad infact that I understand why people blow these engines and am even starting to believe why adding larger injectors can actually make more power.
You can also see my IAT's max out at 153* on my first run and 167 on my second run. My only cooling mods are a eurocharged H/E. That's it.
Any thoughts?
Today I thought it would be a good idea to take my laptop with me and use my autoenginuity scanner to log some data. What I ended up with was the following.
1) First, I can't believe how crappy mercedes' refresh rate is on their OBD ports....it's horrid. My pulls were from 40ish to 120-130ish and I only got a few bits of data out of it. So sad.
2) This is my first scan:
This is 2nd and 3rd gear. Ambient temp was 92*. Does 14.5psi sound good for my mods? How about my timing?
2) This was my second scan. It contains two runs in one, aproximately 2 minutes one from the other. Both are 2nd and 3rd gear.
If anyone here knows how to calculate injector duty cycle, it seams like after 5500rpm my car is at 100% IDC up to redline....YIKES!!! That's REALLY bad! So bad infact that I understand why people blow these engines and am even starting to believe why adding larger injectors can actually make more power.
You can also see my IAT's max out at 153* on my first run and 167 on my second run. My only cooling mods are a eurocharged H/E. That's it.
Any thoughts?
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From: Puerto Rico
2005 E55 AMG
Stock. Some day...injectors seem like the obvious priority now.
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05 White Pano E55, Cadillac CTS-V
So out of curiousity was this log in response to my response to the other guys logging thread? It seems like to big of a coincedence haha.
I am curious how much timing the car was pulling when it arrived at those timing numbers. Do you have any logs of the timing correction and the timing being ran in the same log? I hate how it shows as a negative number for timing too, I guess they are doing that because it is "before top dead center." And I know these cars have a narrow band o2 sensor which is mind boggling to me but can you log air/fuel and then do the calculation with the voltage given to see your air/fuel? A good log would probably be to log your injecture ms like you did but with the a/f block also so you can see if the a/f strays leaner when you think your injectors are maxing out.
And yes, you are at 100% duty cycle.
I am curious how much timing the car was pulling when it arrived at those timing numbers. Do you have any logs of the timing correction and the timing being ran in the same log? I hate how it shows as a negative number for timing too, I guess they are doing that because it is "before top dead center." And I know these cars have a narrow band o2 sensor which is mind boggling to me but can you log air/fuel and then do the calculation with the voltage given to see your air/fuel? A good log would probably be to log your injecture ms like you did but with the a/f block also so you can see if the a/f strays leaner when you think your injectors are maxing out.
And yes, you are at 100% duty cycle.
Last edited by urbamworm; Aug 28, 2011 at 12:19 AM.
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From: Puerto Rico
2005 E55 AMG
So out of curiousity was this log in response to my response to the other guys logging thread? It seems like to big of a coincedence haha.
I am curious how much timing the car was pulling when it arrived at those timing numbers. Do you have any logs of the timing correction and the timing being ran in the same log? I hate how it shows as a negative number for timing too, I guess they are doing that because it is "before top dead center." And I know these cars have a narrow band o2 sensor which is mind boggling to me but can you log air/fuel and then do the calculation with the voltage given to see your air/fuel? A good log would probably be to log your injecture ms like you did but with the a/f block also so you can see if the a/f strays leaner when you think your injectors are maxing out.
I am curious how much timing the car was pulling when it arrived at those timing numbers. Do you have any logs of the timing correction and the timing being ran in the same log? I hate how it shows as a negative number for timing too, I guess they are doing that because it is "before top dead center." And I know these cars have a narrow band o2 sensor which is mind boggling to me but can you log air/fuel and then do the calculation with the voltage given to see your air/fuel? A good log would probably be to log your injecture ms like you did but with the a/f block also so you can see if the a/f strays leaner when you think your injectors are maxing out.
Narrowband sensors are so inaccurate at anything but 14.7 that using them to measure a/f ratio is like doing brain surgery with a steak knife and a fork. It would be useless to even try.
As for the knock retardation, it barely would budge...I didn't even record the log because it was it was mostly 0 all the time except for the top of third where I saw a few blips of 1 to 1.5 degrees. Not bad.
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From: Springfield, NJ
2006 E55 AMG
So out of curiousity was this log in response to my response to the other guys logging thread? It seems like to big of a coincedence haha.
I am curious how much timing the car was pulling when it arrived at those timing numbers. Do you have any logs of the timing correction and the timing being ran in the same log? I hate how it shows as a negative number for timing too, I guess they are doing that because it is "before top dead center." And I know these cars have a narrow band o2 sensor which is mind boggling to me but can you log air/fuel and then do the calculation with the voltage given to see your air/fuel? A good log would probably be to log your injecture ms like you did but with the a/f block also so you can see if the a/f strays leaner when you think your injectors are maxing out.
And yes, you are at 100% duty cycle.
I am curious how much timing the car was pulling when it arrived at those timing numbers. Do you have any logs of the timing correction and the timing being ran in the same log? I hate how it shows as a negative number for timing too, I guess they are doing that because it is "before top dead center." And I know these cars have a narrow band o2 sensor which is mind boggling to me but can you log air/fuel and then do the calculation with the voltage given to see your air/fuel? A good log would probably be to log your injecture ms like you did but with the a/f block also so you can see if the a/f strays leaner when you think your injectors are maxing out.
And yes, you are at 100% duty cycle.
Plus 1 at 100% duty cycle and these cars have Narrow band 02 sensors?!
Plus one also at the A/F
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From: Jacksonville, FL
05 White Pano E55, Cadillac CTS-V
I am surprised that there is little timing pull with the intake temps climbing like that, kinda doesn't make sense especially when it showed that there wasn't any major boost bled off either in those other logs.
And I am not sure if you were asking if anyone knew how to calculate the duty cycle as in were wanting to know how or just saying if they did know they could check it out themselves also.
Either way, you can get duty cycle by taking the injector pulsewidth in ms times rpm and divide that by 1200.
(ms x rpm)/1200= duty cycle
Example being 20.77ms at 5500 rpm is (20.77 x 5500)/1200= 96.06%
And I am not sure if you were asking if anyone knew how to calculate the duty cycle as in were wanting to know how or just saying if they did know they could check it out themselves also.
Either way, you can get duty cycle by taking the injector pulsewidth in ms times rpm and divide that by 1200.
(ms x rpm)/1200= duty cycle
Example being 20.77ms at 5500 rpm is (20.77 x 5500)/1200= 96.06%
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From: NYC
P-Carro
AFR Bung should be on your list! With the Iat's in the 150s you are pulling timing and should be dumping fuel so that would also affect your IDCs dramatically..
Check AFRs and i bet you anything you'll be in the high 10s
And hope timing is being pulled too...
Check AFRs and i bet you anything you'll be in the high 10s
And hope timing is being pulled too...
Last edited by LOCO 05' E55; Aug 28, 2011 at 12:37 AM.
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From: Puerto Rico
2005 E55 AMG
I am surprised that there is little timing pull with the intake temps climbing like that, kinda doesn't make sense especially when it showed that there wasn't any major boost bled off either in those other logs.
And I am not sure if you were asking if anyone knew how to calculate the duty cycle as in were wanting to know how or just saying if they did know they could check it out themselves also.
Either way, you can get duty cycle by taking the injector pulsewidth in ms times rpm and divide that by 1200.
(ms x rpm)/1200= duty cycle
Example being 20.77ms at 5500 rpm is (20.77 x 5500)/1200= 96.06%
And I am not sure if you were asking if anyone knew how to calculate the duty cycle as in were wanting to know how or just saying if they did know they could check it out themselves also.
Either way, you can get duty cycle by taking the injector pulsewidth in ms times rpm and divide that by 1200.
(ms x rpm)/1200= duty cycle
Example being 20.77ms at 5500 rpm is (20.77 x 5500)/1200= 96.06%
I know how to calculate them...I was just saying...lol. That's how I know that I'm at 100% at over 5,500rpms.
Thread Starter
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From: Puerto Rico
2005 E55 AMG
How do my IAT's compare to others though? My car only goes above 150* at over 100-110mph.
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From: Salt Lake City (but not Morm)
2003 E55 & 2014 GL550
Timing looks great though. Jerry has that baby down. On the old engine blowing tunes we'd see spikes up to -25 before it was pulled. Noooooo!!!!!
Doesn't the obd blow!!??? Hope it's better and faster in the new twin turbys.
Doesn't the obd blow!!??? Hope it's better and faster in the new twin turbys.
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P-Carro
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From: Jacksonville, FL
05 White Pano E55, Cadillac CTS-V
Since I don't have a logger I don't know but I had it logged on the dyno and they went to 176* in a 3rd gear dyno run and the car was dumping a **** ton of fuel making me run in the 10s a/f and power fell off hard. I have a EC heat exchanger, CM 30 pump and a separated cooling system but it is a little tank up front above my heat exchanger not a big rear mount.
I am sure it woudn't be quite as bad on the street with actual air flow but I know I still have a iat problem with the warm temps because you can feel the car pull well at lower speeds then fall off up around 100mph and up around those speeds around or over 100 is also where my A4 would pull away when racing them against each other. The A4 has meth injection which keeps the intake temps pretty consistent and the E55 needs meth injection bad, especially with the 180 pulley. I haven't got to drive the car in cold weather yet with this pulley so I can't wait to see the difference it makes with this pulley and having actual cool/cold weather.
I am sure it woudn't be quite as bad on the street with actual air flow but I know I still have a iat problem with the warm temps because you can feel the car pull well at lower speeds then fall off up around 100mph and up around those speeds around or over 100 is also where my A4 would pull away when racing them against each other. The A4 has meth injection which keeps the intake temps pretty consistent and the E55 needs meth injection bad, especially with the 180 pulley. I haven't got to drive the car in cold weather yet with this pulley so I can't wait to see the difference it makes with this pulley and having actual cool/cold weather.
Last edited by urbamworm; Aug 28, 2011 at 12:46 AM.
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From: Los Angeles
C63
Trunk tank would definitely help, along with methanol. My buddy was running meth on his 997TT and he was getting 50-70 IAT temps in 65 degree ambient temps.
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From: Puerto Rico
2005 E55 AMG
obd does blowwww though.
Since I don't have a logger I don't know but I had it logged on the dyno and they went to 176* in a 3rd gear dyno run and the car was dumping a **** ton of fuel making me run in the 10s a/f and power fell off hard. I have a EC heat exchanger, CM 30 pump and a separated cooling system but it is a little tank up front above my heat exchanger not a big rear mount.
I am sure it woudn't be quite as bad on the street with actual air flow but I know I still have a iat problem with the warm temps because you can feel the car pull well at lower speeds then fall off up around 100mph and up around those speeds around or over 100 is also where my A4 would pull away when racing them against each other. The A4 has meth injection which keeps the intake temps pretty consistent and the E55 needs meth injection bad, especially with the 180 pulley. I haven't got to drive the car in cold weather yet with this pulley so I can't wait to see the difference it makes with this pulley and having actual cool/cold weather.
I am sure it woudn't be quite as bad on the street with actual air flow but I know I still have a iat problem with the warm temps because you can feel the car pull well at lower speeds then fall off up around 100mph and up around those speeds around or over 100 is also where my A4 would pull away when racing them against each other. The A4 has meth injection which keeps the intake temps pretty consistent and the E55 needs meth injection bad, especially with the 180 pulley. I haven't got to drive the car in cold weather yet with this pulley so I can't wait to see the difference it makes with this pulley and having actual cool/cold weather.
Yup...but injectors are apparently going to be my next mod for sure.
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C63
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From: Isla Verde, Puerto Rico
SRT-6
DISCLAIMER, NO E55 (SRT-6 WITH EUROCHARGED TUNE)
IAT's look like mine. I see AFR's of 12 when cool, low 11's with 150º to 170º IAT's and low 10's when ECT's reach 240º. ECT's have a huge effect on AFR's. My boost keeps climbing with RPM, do you have some belt slip? I'm thinking water/meth injection is the best solution for me.
Les
IAT's look like mine. I see AFR's of 12 when cool, low 11's with 150º to 170º IAT's and low 10's when ECT's reach 240º. ECT's have a huge effect on AFR's. My boost keeps climbing with RPM, do you have some belt slip? I'm thinking water/meth injection is the best solution for me.
Les
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From: Puerto Rico
2005 E55 AMG
DISCLAIMER, NO E55 (SRT-6 WITH EUROCHARGED TUNE)
IAT's look like mine. I see AFR's of 12 when cool, low 11's with 150º to 170º IAT's and low 10's when ECT's reach 240º. ECT's have a huge effect on AFR's. My boost keeps climbing with RPM, do you have some belt slip? I'm thinking water/meth injection is the best solution for me.
Les
IAT's look like mine. I see AFR's of 12 when cool, low 11's with 150º to 170º IAT's and low 10's when ECT's reach 240º. ECT's have a huge effect on AFR's. My boost keeps climbing with RPM, do you have some belt slip? I'm thinking water/meth injection is the best solution for me.
Les
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2003 porsche 996 turbo
