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08-08-2018, 09:11 AM | #507 | |
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BT Tool - Even though the parameters are very extensive (pretty much any CAN channel is capable of being data logged), the logging rate is very slow. I'm trying to find an off-the-shelf alternative that gives me the same channel list, but 3-4x the logging frequency.
The sample below is using MegaLogViewer (freeware) to view/analyze the BT Tool data logs (exported as .csv). Quote:
Based on where that observed boost is in the fueling map, it does not need to be as rich as 6 - 6.5 psi.
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Last edited by M.Hagen; 08-08-2018 at 09:21 AM.. |
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08-08-2018, 01:14 PM | #508 |
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Your right there would be less fuel required as less boost but ratio should remain the same? Being around the 12:1 regardless of psi ?
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08-08-2018, 03:51 PM | #509 |
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AFR is load dependent, so less boost allows for a leaner mixture.
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08-08-2018, 08:24 PM | #510 | |
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It's a great online data log analysis tool, which means you can share them as well. |
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08-08-2018, 10:07 PM | #511 |
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What gear are you guys using to pull on the Dyno?
Is it 5th for 6MT & 6th for DCT?
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08-09-2018, 12:57 AM | #513 |
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7th is 1:1
BMW M3 DCT Gear / Ratio / Max Speed / RPM drop on upshift 1st 4.780 44 2nd 2.933 71 5200 3rd 2.153 97 6200 4th 1.678 124 6500 5th 1.390 150 6900 6th 1.203 173 7300 7th 1.000 208 7000 Final Ratio 3.154 Redline 8400 BMW M3 6-speed Gear / Ratio / Max Speed / RPM drop on upshift 1st 4.055 44 2nd 2.396 75 4900 3rd 1.582 113 5600 4th 1.192 150 6300 5th 1.000 179 7000 6th 0.872 205 7300 Final Ratio 3.678 Redline 8400 |
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08-09-2018, 07:42 AM | #515 |
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How much are these kits... and where does one get it?
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08-09-2018, 10:05 AM | #516 | |
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Here is the ignition drop I was describing earlier using the datazap viewer: https://datazap.me/u/marshmph/harrop...om=50-109&hg=1
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08-10-2018, 01:08 AM | #517 |
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New Dyno Graph
Today I went to a new Dyno place that opened in March. This is one of those Truth Dynos that cannot be tempered with. With simulated wind and diffuser.
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08-10-2018, 10:32 AM | #518 |
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08-10-2018, 09:55 PM | #519 |
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Hey everyone - good to see some activity in this thread. A few more Harrop kits went to more happy homes. Will reply next week to a few of these posts with some additional information, playing catch up at the moment. Have a great weekend!
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08-11-2018, 07:03 AM | #520 |
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I didn't pay to get any form of data logging so this is all the basic information they provide for their Power Runs
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08-21-2018, 10:41 AM | #522 | |
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Has anyone who also sees the coolant leak around the thermostat housing found a source or fixed the issue? BMW parts diagrams do not show a gasket/seal between the thermostat housing and the block, so my guess is the extra load on that aluminum housing from the S/C mount is causing the leak. I was going to take it off, clean it well, and install a small bead of 'Form In Place Gasket'.
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08-21-2018, 11:31 AM | #523 | |
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08-21-2018, 11:56 AM | #524 | |
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The S/C itself isn't stressing the block (as in a torque-moment), but the front/main support mount for the Harrop Supercharger attaches to the Thermostat Housing using longer bolts. Photo of mount on top of Thermostat Housing shown below.
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08-22-2018, 05:29 PM | #527 | |
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We've got the larger stage II injectors calibrated for the most part on our car here in the US - just need to have the pulleys changed and get her back on the dyno. In Australia, the Harrop M3 is supposed to receive a standalone to aid in fine tuning that can be ported back over to those running the stock DME. I will have to check on the progress of this. I've been toying with the idea of emulating the stock ECU for live tuning which would make this process significantly easier and more effective, but there are some limitations there as well. Marshall - I still need to look at your logs, by next week without a doubt. Please ping me with a reminder. We just moved offices so are getting back into the swing of things.
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08-22-2018, 05:32 PM | #528 | |
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The final drive for the 6mt is 3.85:1. |
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