lulu2003
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« on: February 26, 2013, 06:06:27 AM »
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did I miss a thread?
any experiences?
I would consider touching any load maps won't help me improving WOT.
It also seems that narrow band Lambda sensors were used deep in the latest decade.
thx in advance
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prj
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« Reply #1 on: February 26, 2013, 09:12:11 AM »
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Fuel and spark.
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nyet
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« Reply #2 on: February 26, 2013, 12:52:28 PM »
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meh. waste of time, imo
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k0mpresd
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« Reply #3 on: February 26, 2013, 01:40:52 PM »
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meh. waste of time, imo
it only takes 5 minutes to tune. not a complete waste of time. |
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nyet
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« Reply #4 on: February 26, 2013, 01:42:41 PM »
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5 minutes for 3hp
YAY!
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userpike
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« Reply #5 on: February 26, 2013, 02:13:37 PM »
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I read somewhere that Integrated Enginering made a custom set of cams to convert the 1.8t to NA. I cant find the link though..
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cerips
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« Reply #6 on: February 26, 2013, 02:40:16 PM »
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Did you not get a naturally aspirated 1.8 20v in the US then?
In Europe we got the ADR 125 BHP (I think) 1.8 20v NA engine.
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k0mpresd
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« Reply #7 on: February 26, 2013, 03:53:00 PM »
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5 minutes for 3hp
YAY!
if youre na, every little bit helps i guess. Did you not get a naturally aspirated 1.8 20v in the US then?
In Europe we got the ADR 125 BHP (I think) 1.8 20v NA engine.
nope. |
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userpike
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« Reply #8 on: February 26, 2013, 10:19:14 PM »
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5 minutes for 3hp
YAY!
why only 3hp? |
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ddillenger
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« Reply #9 on: February 26, 2013, 10:34:48 PM »
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Volumetric efficiency. The limiting factor is the amount of air you can get into the cylinders. Without a way of increasing that, the best you can hope for is optimizing power output.
I suppose by altering the cam changeover and the hardware you can increase efficiency, but the results will pale in comparison to forced induction engines.
In short, advance the timing to the limit (based on the available fuel) and give it some fuel. I'm sure changing the maps relating to pedal/throttle body could make it FEEL faster, but I doubt that would be worth while.
This is all my take on it, YMMV.
EDIT:
I should note that this is all based on tuning an otherwise stock engine. Obviously optimizing the tune for hardware changes will be more beneficial.
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« Last Edit: February 26, 2013, 10:42:59 PM by ddillenger »
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Please, ask all questions on the forums! Doing so will ensure the next person with the same issue gets the opportunity to learn from your experience!
Email/Google chat:
DDillenger84(at)gmail(dot)com
Email>PM
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nyet
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« Reply #10 on: February 26, 2013, 10:48:19 PM »
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why only 3hp?
Because the N/A tuner community thinks 3hp is amazing. |
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userpike
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« Reply #11 on: February 27, 2013, 12:01:13 AM »
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Volumetric efficiency. The limiting factor is the amount of air you can get into the cylinders. Without a way of increasing that, the best you can hope for is optimizing power output.
I suppose by altering the cam changeover and the hardware you can increase efficiency, but the results will pale in comparison to forced induction engines.
In short, advance the timing to the limit (based on the available fuel) and give it some fuel. I'm sure changing the maps relating to pedal/throttle body could make it FEEL faster, but I doubt that would be worth while.
This is all my take on it, YMMV.
EDIT:
I should note that this is all based on tuning an otherwise stock engine. Obviously optimizing the tune for hardware changes will be more beneficial.
[/quote ].
Yes first thing would be a cam change because the 1.8t cams are for forced induction only.
Inertia supercharging is a way to get more into the cylinders. You get that with cams that implement alot of valve overlap and high lift.
Need high compression, 11 to 1 max on pump gas.
I bet you could manip the maps for the vvt in your favor somwhat like the ricers do with their vtec.
I think a N/A 1.8t with stock cams would make like 40 whole hp lol realisticly. |
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lulu2003
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« Reply #12 on: February 27, 2013, 07:21:43 AM »
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thanks for your opinions!
N/A engines seem to be a lot more aggressive in their OEM KFZW to gain some HP.
It's obviously a matter of dyno effort to get some handful HP, may be together with a good exhaust and fuel.
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userpike
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« Reply #13 on: February 27, 2013, 09:48:13 AM »
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thanks for your opinions!
N/A engines seem to be a lot more aggressive in their OEM KFZW to gain some HP.
It's obviously a matter of dyno effort to get some handful HP, may be together with a good exhaust and fuel.
please post a .bin if you can. i would like to see what the differences are in the maps. |
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robin
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« Reply #14 on: February 27, 2013, 10:06:47 AM »
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Adding timing, reducing knock enrich, and giving the motor the fuel it wants rather than relying on an EGT model is good for 15-20BHP on the N/A 4.2 V8s that use ME7. There's definitely gains to be had.
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