e20 observation .. more HP but little TQ gains? why?
- Thread starter TopherSho
- Start date
TopherSho said:AJP turbo said:
Yup, my SCT does not list any DMRs if I hit the DMR button.. I am a bit more hopeful however as I did get a pretty positive response email and a ticket number.
It will likely need to a update to the tuner .. well see.
My sct?..you mean livelink?
AJP turbo said:TopherSho said:AJP turbo said:
Yup, my SCT does not list any DMRs if I hit the DMR button
It will likely need to a update to the tuner .. well see.
My sct?..you mean livelink?
Based on how direct memory access controllers work, I am not 100% but I think to get the handheld to read the specific memory address in the ECU standalone (without a laptop) it will require a firmware update to the SCT handheld itself to read the live/raw data.
I may be wrong .. hell this late in the day I might bet on it.
well have to see. i am excited either way..
FoMoCoSHO said:
You like to send mail a lot... just an observation lol
FoMoCoSHO said:
I think you can just zip them up and attach them...
These are the two that I was able to find in my strategy.FoMoCoSHO said:
They must be pulling from different data or one has some other added influence as the numbers are not reading the same per just converting the unit of measure.
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Following up on the torque data options...
Pulled PID/DMR from car lastnight and made a config file for SCTx4 and ran it in guage mode this morning. I found 4 Torque entries in the list that seemed relevant (lots of datapoint with torque in name for various things) Most are pterry clear what unit they are in, the last one has me baffled though given the max number relative to the others in picture below. I make a bit of an assumption on unitS of measure given known output of these cars and the conversion factor...
PID: READING = CONVERSION
ENGINE BRAKE TORQUE: 607.26NM = 447.892lbft
ENGINE TORQUE FLYWHEEL: 447.41lbft = 606.6065NM
TORQUE AT FLYWHEEL: 649.23NM = 478.8475lbft
WHEEL TORQUE CONVERTED TO ENGINE TORQUE:837.29NM? = 617.5534lbft? (-20%drivetrain nets 494lbft)
Could the 1st three actually be at the wheels numbers and the last is at crank? I have seen a number of people with similar tunes running in the mid 400lbft's to wheels. Last number with 20% loss ends up right @ 494lbft which would be high, but within range?...
What I am really curious about is how it is coming up with these numbers. I hope to be able to get on a dyno here sometime soon and log these DMR's during pulls to get some real world comparison data. I just have not been able to find a awd dynojet locally, they are all mustang or dynapack.
Pulled PID/DMR from car lastnight and made a config file for SCTx4 and ran it in guage mode this morning. I found 4 Torque entries in the list that seemed relevant (lots of datapoint with torque in name for various things) Most are pterry clear what unit they are in, the last one has me baffled though given the max number relative to the others in picture below. I make a bit of an assumption on unitS of measure given known output of these cars and the conversion factor...
PID: READING = CONVERSION
ENGINE BRAKE TORQUE: 607.26NM = 447.892lbft
ENGINE TORQUE FLYWHEEL: 447.41lbft = 606.6065NM
TORQUE AT FLYWHEEL: 649.23NM = 478.8475lbft
WHEEL TORQUE CONVERTED TO ENGINE TORQUE:837.29NM? = 617.5534lbft? (-20%drivetrain nets 494lbft)
Could the 1st three actually be at the wheels numbers and the last is at crank? I have seen a number of people with similar tunes running in the mid 400lbft's to wheels. Last number with 20% loss ends up right @ 494lbft which would be high, but within range?...
What I am really curious about is how it is coming up with these numbers. I hope to be able to get on a dyno here sometime soon and log these DMR's during pulls to get some real world comparison data. I just have not been able to find a awd dynojet locally, they are all mustang or dynapack.
lamrith said:Following up on the torque data options...
Pulled PID/DMR from car lastnight and made a config file for SCTx4 and ran it in guage mode this morning. I found 4 Torque entries in the list that seemed relevant (lots of datapoint with torque in name for various things) Most are pterry clear what unit they are in, the last one has me baffled though given the max number relative to the others in picture below. I make a bit of an assumption on unitS of measure given known output of these cars and the conversion factor...
PID: READING = CONVERSION
ENGINE BRAKE TORQUE: 607.26NM = 447.892lbft
ENGINE TORQUE FLYWHEEL: 447.41lbft = 606.6065NM
TORQUE AT FLYWHEEL: 649.23NM = 478.8475lbft
WHEEL TORQUE CONVERTED TO ENGINE TORQUE:837.29NM? = 617.5534lbft? (-20%drivetrain nets 494lbft)
Could the 1st three actually be at the wheels numbers and the last is at crank? I have seen a number of people with similar tunes running in the mid 400lbft's to wheels. Last number with 20% loss ends up right @ 494lbft which would be high, but within range?...
What I am really curious about is how it is coming up with these numbers. I hope to be able to get on a dyno here sometime soon and log these DMR's during pulls to get some real world comparison data. I just have not been able to find a awd dynojet locally, they are all mustang or dynapack.
I believe they are all slightly different ways of estimating the engine torque, you can also calculate HP from the torque if you wish. As for the last one, I am relatively sure we have higher than 20% drivetrain loss, probably closer to 25%-30%. I was going to re-dyno my SHO while logging DMRs to see if I could calculate an average loss for my car, but as most know, its in the SHO graveyard now. I would bet you dyno pretty close to those first 3 numbers, and that variation in them is due to the estimation method and conversion factors/constants used.
It comes up with those numbers based look up tables and algorithms in the Ecu. The OEM has done the leg work with mapping out the power output at various loads. The values you see in livelink may vary from real world due to different mods to the car.
It's pretty complicated though. But it has to know the torque values to knock how much boost to command...It's a great system but their are flaws and it's the culprit for limp mode and the wrench light often.
It's pretty complicated though. But it has to know the torque values to knock how much boost to command...It's a great system but their are flaws and it's the culprit for limp mode and the wrench light often.
AJP turbo said:
Hey AJP, do you know if there is any hazard of running a datalog from a config file that might not match your firmware? I found 3 dmjk profiles in LiveLink and configed a datalog profile for some of the DMRs discussed and a few more. But was concerned about causing issues with the ECU trying to read values that may be wrong from the wrong cells in memory ..
thoughts ?