See bottom for Dyno results from the NWSTP gang!
Haven't had much time to dedicate to supporting the chips on the web (other than email and phone support), so I thought I'd dedicate some webspace in doing so. Might save me some time that I could dedicate to my own truck or developing new programs....this may be a bit rambling, but that's just how I am.
Chip versions
We are now only selling the Ultimate chip with display, no 4 in 1/ 8 in 1 multichips are being made.
Version 6 and 7 are the latest chip programs.
Version 6 was the latest update with EGR programming only enabled in the Valet & T1 15psi.
Version 7 includes fueling that is a bit leaner at higher RPM. This works very well in trucks that run stock turbo, with basic mods. In trucks running larger turbos, Version 6 seems to be a better choice. Let me know if you'd like to have one rather than the other, or any other issues.
EGR is now disabled in all but the Valet and T1 15psi chip, same as version 6.
Fuel issues
It is crucial to install a Walbro fuel pump and some sort of adjustable fuel pressure regulator. The Walbro is just good insurance, and will guarantee good fuel supply at higher performance levels. After almost 10 years, the stock pumps won't cut it. The adjustable fuel pressure regulator gives you a bit of room for tuning adjustment. I tuned the chips on higher than stock fuel pressure to try and give us a bit more injector headroom. If you run stock fuel pressure, you may run lean during regular driving conditions or at WOT. It could contribute to bad idle, off idle stumble, detonation as well.
Also, with our calibrations being pretty "tight", problems can sometimes show through that would normally be masked by other calibrations, so having a truck in good running condition is vitally important.
Fuel filter is another maintenance item often overlooked.
Remember the 02 values are NOT the bottom line, but another data point to be taken into consideration. They can provide good tuning data for YOUR individual truck. I know this sounds like a contradiction, but it basically means that 930mv may be great for one truck, but horrible for the next. YOUR truck may run best when you see 930mv at WOT every run, so you know what works on YOUR combination. Clearer?
I've heard of a few instances of off idle stumbles. Few things that could cause this... some TPS sensors are old or have developed dead spots. Might be worth installing a new one, or just checking on a scan tool to make sure that the % reading looks accurate and has a smooth transition. A few trucks have had timing that was off (read fine on balancer, but balancer was spun) and the timing affected throttle response, and therefore off idle conditions. Some trucks simply run much better with a slight throttle shim screw adjustment, if other options are discounted for sure, this is worth a try.
Boost Control
At higher boost levels, the stock turbo is out of its efficiency, the actuator is way beyond its control range, the turbo has a lot of backpressure. So it is difficult to get good control past 19-20psi, but it is probably best to run 18-20 for race setup anyways. Fueling can really affect boost control. When the truck runs very lean, very little exhaust is generated, and turbo won't be able to spin to generate boost. When it is slightly lean, the exhaust is very hot and flows very fast, and the turbo can spin up very fast, making overboost/spikes much more likely to occur. Keep this in mind when tuning your truck. If you are a high boost addict, playing with springs to tighten the actuator spring pressure up may be an option you want to consider.
Timing
A bit ago, someone expressed concern that our chip had more aggressive timing than stock in our T1 level chip. I made that program to be as close to stock as possible, but seeing as there are multiple timing tables, it may not be exactly close to stock. If you are having issues that you think are related to our chip having too much timing in the T1 level, it can't be by more than 1-3 degrees (in my opinion), so just reset your timing with a timing gun to a few degrees retarded. I've seen trucks run great in this configuration.
Ultimate Chip Dyno Results
As Richard mentioned, I was able to run on the AWD Dyno yesterday with my
Ultimate configured for three different settings .... T1-15, T1-16 and
T2-20.
The numbers were very surprising:
At T1-15 (EGR Enabled): 323.7HP @ 4200RPM and 424.3ftlbs @ 3700RPM
At T1-16 (EGR Disabled): 348.8HP @ 3950RPM and 464ftlbs @ 3950RPM
At T2-20 (EGR Disabled): 385.8HP @ 3950RPM and 512.4ftlbs @ 3950RPM
Three runs were done at each setting, with similar results. The horsepower
and torque values represent the system's estimation of output at the
flywheel based on the calculation of data derived through the use of a
parasitic drag test. Note that the RPM ranges for the HP and Torque became
uniform on the higher settings.
A follow on test measuring just the HP and Torque actually applied at the
tires achieved the following .....
At T2-20 (EGR Disabled): 249HP @ 3950RPM and 348.1ftlbs @ 3700RPM.
I have made relatively few mods to the truck, the most significant being the
Ultimate, a Walbro Pump Upgrade, an AFPR and Lucas 32# disc injectors . The
truck was run with a fresh set of plugs, cap, rotor, and a set of the Holley
SyTy ignition wires that I have been offering through group purchases, along
with a fresh fill of Mobil 1.
Hey, Brian Green ....... You Da Man!!!
Thoughts?
Steve Proudlock
SyTy 2001 Nationals Event Coordinator
NWSTP - Seattle Area Chapter
'93Ty, #1482
-----Original Message-----
From: owner-syty@syty.org [mailto:owner-syty@syty.org]On Behalf Of
Richard Le
Sent: Sunday, April 15, 2001 7:14 AM
To: syty@syty.org
Subject: [ISTA] NWSTP on AWD dyno
Since my post didn't go through the first time, I will try to post it again:
A bunch of us NWSTP guys took our trucks to a local AWD dyno yesterday.
My best at the flywheel was 345.1 hp @ 4200 rpm and 441.9 lbs-ft of torque
at 3950 rpm. These were obtained on a motor with L35 heads, bigger valves,
stock crank, stock turbo, stock chip, stock governor, stock air intake,
stock cat.
Steve Proudlock, Scott G., and Nate H. ran their basically stock trucks
using the
Ultimate on the T2-20 setting. They got sufficiently higher numbers. Their
results will astonish you. Steve ran his truck using the different
settings on the Ultimate chip, and he will post his results for each
setting.
A point to note is that Mike C. gained around 15 horsepowers after removing
the stock plastic cross-over pipe on top of the radiator and the stock
airbox. Now who said the stock cross over pipe was not restrictive?
Pictures of my truck on the AWD (yes, All-Wheel-Drive) dyno are here:
http://www.whitetyphoon.com/dyno/index.html
Pictures of other NWSTP trucks on the AWD dyno are here:
http://www.whitetyphoon.com/nwstp_dyno/index.html
--
Richard Le
'93 white/white Ty #645
http://www.whitetyphoon.com/