Shadoxity

If you have access to a welder, you can just turn your one into a short shifter.

 

Pretty easy, cut a chunk out and weld it together. works perfectly! THere is a guide on the web for it.

Ta mate, appreciate it.

 

Have downloaded and had a quick squizz. Do you know if there is a program that can interpret those logs into a graph? Be a bit easier to read that way and I can't see any way for romraider to translate them.

 

Thanks

Aaron

 

 

Dont know about a program, but Excel has some half decent graph ability if you know how to use it (Which i dont know to well lol)

Oh actually, Airboy's spreadsheet might give you graphs from that data? I dont know, I have only used it for timing and maf scaling before - http://www.romraider...m/topic957.html

 

This might help.

http://www.romraider...php?f=33&t=6156

 

I normally go into excel and go view > Freeze panes  > Freeze top row.

That way the header row gets locked in place and everything else scrolls and you can see what the column headers are.

And cause most of the logs are just a WOT run, from top to bottom is just going from low revs to high and you can get an idea of what is happening.

Just found this tool which makes things a bit easier to read.

http://www.romraider...php?f=32&t=5446

 

EDIT: Oh and found this as well. Could do the trick

http://www.romraider...php?f=32&t=6003

 

Or this

http://www.datplot.com/

I attached some old logs (July 2012! lol) There should be a lot more newer logs but i cant seem to find them right now. WIll have another look.

 

Thats on a map that is about 8 revisions behind what I have been running for the last 2 years lol.

The ones in 123007 dont have the wideband attached cause I was testing out some other things and fueling was all good by then.

That map was running 17psi on primary and secondary. 

 

It will give you a good idea about boost and timing etc, but those logs are all starting from close to 3000rpm, so I am not sure what I was testing back on that map.

 

 

120710 has some more full logs from low revs. These are even older though, but that was at a fairly advanced stage in the rom. After these ones it was testing on things to affect the changeover and holding boost. I will do some fresh logs later next month as im going to give it a bit of a touch up tune after doing the solenoid box with new hose.

 

 

Couple of pointers to look at to get an idea of some things.

 

Ex. Gas Positive Pressure (On/Off)

Goes to a '1' when the EGC valve starts as the boost control and start spooling the secondary.

Ex. Gas Negative Pressure (On/Off)

Goes to 1 when it switches to twin mode

Intake Air Solenoid (On/Off)

goes to 1 as above, which opens the secondary to the intercooler.

 

 

 

The std ones are logs from a car Im about to tune which has the std tune. It will give you a better idea (hopefully) about how the std one works (take note of the ex gas positive pressure) and how slower the boost builds.

 

Ill dig up some other stuff when I get a chance. The timing and fueling maps would probably be helpful to you.

 

 

This.

 

 

The money it would cost to get cams etc. would be much better spent on a well built engine and a decent tune from someone other than MRT or cubts that ecutek tune.

 

Yea good engine and good tune (not ecutek or MRT). I can do you one if its an 01-03 B4

Fantastic stuff.

I went back re-read your earlier post - you are using the ECV (your improved butterfly version) for boost control until both turbos online. Good move - opening the wastegate on primary-only always seemed like a waste of good exhaust gas!

I think your definitely on the right track with the headers and moving the ECV well downstream of the secondary.

FYI, the std tune in the B4 (at least the 01-03 models) is to use the ecv from about 1800rpm and 4psi instead of the primary wastegate. 

 

 

Thanks guys. I was pretty pumped when I finally backed it out of the garage for the first time in years.

Duncan, my thoughts exactly on wasting the exhaust when on primary.

I'll try and explain a little better how I have the ecv and wastegate plumbed up.
I am using a dual port external turbosmart unit as the wastegate. I have the top port of the gate plumbed into the black box to one of the on/off solenoids. This solenoid will switch between manifold pressure and atmo. At lower rpms it will be switched to manifold so that boost from the primary will hold the wastegate shut, above a threshold ~5k rpms it will switch to atmo allowing the wastegate to then do it's thing. The bottom port is teed into the positive pressure port of the ecv, which is plumbed to the black box and directly to the ecv duty solenoid. The on/off solenoid which is normally present before the ecv duty solenoid has been bypassed. The factory setup uses this on/off solenoid to delay the secondary prespool to a narrow rpm band. The negative port of the ecv is plumbed to the black box as normal and is controlled via the one on/off solenoid - switching between vaccum and atmo. While on primary the wastegate will be held shut so the ecv duty solenoid will be able to directly control the duty of the ecv which will both control boost and pre spool the secondary over a wider range. Once the negative port of the ecv is activated and the ecv is held at full open and the wastegate top port is switched to atmo, the ecv duty solenoid will then be able to directly control the duty of the wastegate giving normal boost control at high rpms.
The IC valve is no longer controlled by the black box. It is opened by a wastegate actuator which is plumbed directly to the secondaries compressor outlet nipple, so it should be controlling it's flow independently.

 

Loving your progress. Some solid crazy changes to the system that you have done!

Something that might help you out though, in my many hours I have spent tuning my one, you get much better response and results by leaving the ECV closed until a certain amount of boost and revs. Allows much faster spool on primary, and better boost holding.

 

My theory, which turned out well after enough testing, was that if we can be moving more air using the primary by itself, the ramp up of the secondary turbo will be faster rather than trying to share the low rev/low air between the 2 and regulating the boost by bleeding through the ECV like the stock tune does.

 

I can pull out the maps if you want some info on when I have it changing and what boost etc if that might help?

What ECU are you using?