dual pulley database!!!!

[Dudemans4]

lets start a list of dual pulleys for all the what if guys can get over themselves.
pm me willl edit the list as we get more
user name : Crank pulley : Supercharger pulley : Tune
1)dudemans4 : JHM : CTS : EPL stage 2 93 octane
2)andthen : JHM : APR : EPL E85
3)Primetime : JHM : APR : APR beta 104 octane
4) PinoyS4 : JHM : APR : APR
5)miztahsparklez: JHM: apr: apr
6) jones2012s4 :gmg: giac: giac
7)mrmomo313: JHM : APR : APR v3.1 100 octane tune
8)LOE/JHM: AWE : GIAC stg2 v.2 / Chipwerke Pro
9) alan12186: Jhm/apr stage 2/93 octane
10)audis4b8:JHM O/D Crank pulley: APR blower pulley: EPL e85 tune

[Dudemans4]

updated

[blingaling]

Would love to see where this goes! Im also interested in running dual pulley but nervous about any possible damage to the S/C


Sent via smoke signals

[Jake@JHM]

Primetime : JHM : APR : APR
PinoyS4 : JHM : APR : APR

There is more but I am drawing a blank

[Dudemans4]

Primetime : JHM : APR : APR
PinoyS4 : JHM : APR : APR

There is more but I am drawing a blank

fixed

[infinkc]

miztahsparklez JHM apr apr
jones2012s4 gmg giac giac
s4_209 JHM stock apr
fitzydude JHM stock revo

[Dudemans4]

miztahsparklez JHM apr apr
jones2012s4 gmg giac giac
s4_209 JHM stock apr
fitzydude JHM stock revo

at the moment we are only doing dual pulley setups

[J.S4]

Great idea...if anyone knows if #3-#6 are running pump, race, or ethanol chime in

[4RCFED]

I wanna know how much power #2 is putting down with E85 😳

[Dudemans4]

updated

[mrmomo313]

Great idea...if anyone knows if #3-#6 are running pump, race, or ethanol chime in

Primetime is using a beta 104 octane APR tune.

Jones uses race fuel. Unsure of exact octane and whether it's a production or beta tune...

[Dudemans4]

updated

[moophone]

I'm pretty sure I'll do this, but personally waiting for APR's analysis.

[sangaroo]

I'm pretty sure I'll do this, but personally waiting for APR's analysis.

Same here.

[lowjonathan]

may i ask those on dual pulley set up, what is your injector duty cycle %?
How much boost are you reading from VCDS?
It will be helpful if there is some whp and wtq,
At least can gauge what is the gain on this dual pulley

Thanks

[lowjonathan]

may i ask those on dual pulley set up, what is your injector duty cycle %?
How much boost are you reading from VCDS?
It will be helpful if there is some whp and wtq,
At least can gauge what is the gain on this dual pulley

Thanks

No one wana share his numbers?

[613B6]

You cant measure DI duty cycle like a typical injector as it changes with pressure. During development you would eventually hit a wall where low and high pressure pumps are at max duty while ms of the injector would peak resulting in a/f's leaning out. It would be interesting to see the low and high fuel pump pressure logs with injection time, that will tell you how much is left in the stock fuel system as a whole.

[bhvrdr]

You cant measure DI duty cycle like a typical injector as it changes with pressure. During development you would eventually hit a wall where low and high pressure pumps are at max duty while ms of the injector would peak resulting in a/f's leaning out. It would be interesting to see the low and high fuel pump pressure logs with injection time, that will tell you how much is left in the stock fuel system as a whole.

I'm curious about this. My understanding is that we have a specified high pressure rail pressure such as 120bar or whatever it is. At this pressure on a DI engine you have a 1/4 the time as with a port injection engine no (ie, 5ms window to inject fuel as opposed to a 20ms window as with port injection no)?

Mike

[613B6]

I'm curious about this. My understanding is that we have a specified high pressure rail pressure such as 120bar or whatever it is. At this pressure on a DI engine you have a 1/4 the time as with a port injection engine no (ie, 5ms window to inject fuel as opposed to a 20ms window as with port injection no)?

Mike

Yes a DI motor has multiple maps for injection timing, start angle, etc however the original question was around finding duty, 2 different areas. Injection timing has some effect on overall duty but nothing compared to pressures.

[bhvrdr]

Yes a DI motor has multiple maps for injection timing, start angle, etc however the original question was around finding duty, 2 different areas. Injection timing has some effect on overall duty but nothing compared to pressures.

If we can measure the pulsewidth why would we need to know pressures for injector duty cycle? Duty cycle is the percentage of time the injector is supplied with power. Pulse width is the amount of time the injector is supplied with power. If you know this and rpm you can calculate the duty cycle. Sure, we could lower duty cycles by messing with pressures but I though the question is how to figure out duty cycles? Not trying to argue, but am genuinely curious about what makes you say this.

Thanks.



Mike

[613B6]

If we can measure the pulse width why would we need to know pressures for injector duty cycle? Duty cycle is the percentage of time the injector is supplied with power. Pulse width is the amount of time the injector is supplied with power. If you know this and rpm you can calculate the duty cycle. Sure, we could lower duty cycles by messing with pressures but I though the question is how to figure out duty cycles? Not trying to argue, but am genuinely curious about what makes you say this.

Your getting hung up on the definition, I guess it could be calculated but it means nothing. When the ecu can request pressures from 5 bar to 150 bar at the same pulsewidth as an example, your definition does not reflect whats actually going on fuel flow wise. that was the point I was trying to get across, as you will find its very hard to even find what a certain DI flows. Im no expect but I do quite a lot of Meastro tuning for Eurodyne and have spent a lot of time around Fsi/Tsi motors, so I assume the 3.0 isnt far off with the Simos ecu.

[Dudemans4]

I can tell you guys from what I've logged fuel is not an issue. My air fuel ratio is the same it was when I was running a single pulley . I don't know if that helps or not.

[bhvrdr]

Your getting hung up on the definition, I guess it could be calculated but it means nothing. When the ecu can request pressures from 5 bar to 150 bar at the same pulsewidth as an example, your definition does not reflect whats actually going on fuel flow wise. that was the point I was trying to get across, as you will find its very hard to even find what a certain DI flows. Im no expect but I do quite a lot of Meastro tuning for Eurodyne and have spent a lot of time around Fsi/Tsi motors, so I assume the 3.0 isnt far off with the Simos ecu.

Right on. Just trying to make sure I have a good idea. The ECU has a rail pressure it should be meeting. For the 2.0TFSI it was 120bar IIRC and there was a way to mod the relief valve to get 130bar IIRC.
http://forums.vwvortex.com/showthrea...-brief-results
Its easy to find the rail pressure, all you'd have to do is log a WOT run of rail pressure. It should stay nice and steady. That'll tell you what are rail pressure should be and then you can do some zero throttle / full throttle max load torture testing on the fuel system to make sure it can keep up. I agree, its a good thing to look at particularly with mixing/adding e85.

Mike

[jran76]

If we can measure the pulsewidth why would we need to know pressures for injector duty cycle? Duty cycle is the percentage of time the injector is supplied with power. Pulse width is the amount of time the injector is supplied with power. If you know this and rpm you can calculate the duty cycle. Sure, we could lower duty cycles by messing with pressures but I though the question is how to figure out duty cycles? Not trying to argue, but am genuinely curious about what makes you say this.

Thanks.



Mike

I did some digging and testing with VCDS trying to help out andthen with a couple of things. The injector pulse width (IPW) is buried in the VCDS fields. It is TI_1_HOM[x]. "x" is the cylinder. These are fields 609-614 in VCDS version 15.7.1.

Can someone correct me if I am wrong here.... To calculate the injector duty cycle, you would use the following: (RPM x IPW)/1200=IDC.

I also found the following page to do the conversion: http://www.stealth316.com/2-calc-idc.htm

I've updated my logging thread with the above. I'll make corrections if I am off on anything....
http://www.audizine.com/forum/showth...rmance-Logging

[Dudemans4]

Bump pm for an add

[Loe]

Sure ill add too,

JHM: AWE : GIAC stg2 v.2 / Chipwerke Pro

[ALAN12186]

Jhm/apr stage 2/93 octane

[Ze_Nardo6]

JHM O/D Crank pulley, APR blower pulley, EPL e85 tune

Yes...it's fast

[Dudemans4]

JHM O/D Crank pulley, APR blower pulley, EPL e85 tune

Yes...it's fast

just paid for my tune today e85.
pump will be in this week and ill be good to go!!!!

[Saleen S7 TT]

Would really like to see times and whp/tq numbers for these! Seems like not a lot of cash to make crazy improvements over stock!

[MaGomes92]

Whats the highest mileage dual pulley car out there... Im really curious to see what the durability is of the motor and the blower is.

[Dudemans4]

I've got 98k

[jran76]

I think andthen is over 90k miles on his 2012. I'm sure he'll chime in (and I hate to speak for anyone else....), but he's had a rash of issues recently that are probably mostly related to the miles on his car, but a lot of them popped up after he added the dual pulley. Just to be clear, none seem specifically related to the dual pulley, tune or HPFP upgrade. Just maybe that all those things accelerated some of the issues happening (bad cat, carbon build-up, motor mounts, intake runner flap, etc. have all happened recently). He's hammered the crap out of the blower and motor, and they seem fine so far. I'm pretty sure no one beats on their car and pushes it like he does. He scares me sometimes....

[fitzydude]

Whats the highest mileage dual pulley car out there... Im really curious to see what the durability is of the motor and the blower is.

I'll be going dual pulley in the next month or so. I'll be the 2nd highest mileage at 111k

[s4matty]

I have a KI dual pulley setup and have 123,000miles on my car.Have had the oversized pulleys on for 30k now with no problems

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[Ze_Nardo6]

Ive put 1000 miles on my dual pulley setup...runs perfect still.

[mrmomo313]

I think andthen is over 90k miles on his 2012. I'm sure he'll chime in (and I hate to speak for anyone else....), but he's had a rash of issues recently that are probably mostly related to the miles on his car, but a lot of them popped up after he added the dual pulley. Just to be clear, none seem specifically related to the dual pulley, tune or HPFP upgrade. Just maybe that all those things accelerated some of the issues happening (bad cat, carbon build-up, motor mounts, intake runner flap, etc. have all happened recently). He's hammered the crap out of the blower and motor, and they seem fine so far. I'm pretty sure no one beats on their car and pushes it like he does. He scares me sometimes....

All of those issues are bound to happen at some point though. I've actually done all of that by 60k miles as preventative maintenance expect the intake runner flap.

I'm at 69k miles on my car now, 19k at stage 2 and 2k on dual pulley. Getting a refresh on the plugs, coils, and fuel filter right now + the dsg tune. Car was running strong prior to the tune up. Can't wait to hit the track and see how it does with AMAX shifting