**OFFICIAL** Life Beyond Stage II: the higher stage development thread

[Loe]

Loe, what parameters would we see affected by gap? Or just log the default in the main other thread to search for cylinder pull, misfire, etc?


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I log:

engine rpm
throttle angle
Ignition Correction cyl 1 - 6
Actual ignition angle


then before shutting off the car, I log misfires across all 6 cylinders.

[Loe]

1315 i think. I have the cover with exact belt at my desk at work. I also have the aluminum piece by pulley grinded so that didnt catch. It was pretty obvious when it went. Lol

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Oh I see! Hopefully you can pick up a replacement one pretty easily locally.

[BlownOne]

So I had a decent day at the track yesterday, although no records were set, I knocked off three hundredths and set a new pb of 11.55. On the bright side, I figured out my launching technique and also set a new 60' pb of 1.59😎 Actually every pass I laid down a 1.6x 60' except the 1.59 so I was consistent getting off the line...this was using the prime time/two foot/upswing method every launch. My mph was all over the place ranging from 118-120mph to 106-107mph later in the day being heat soaked like a mofo. So at this point I've decided to add a meth injection kit as I feel that it is necessary to keep iats in check with a 57/194 combo. Now I know it doesn't seem to drop iats as well on a pd blower, but from my reasearch it seems to keep them a few degrees lower and prevents timing from being pulled, which is what I need to keep my mph consistant. You also make more power spraying so that will obviously help too.

Once I get the meth installed and everything dialed in, I should be able to make some really good low 11 passes (hopefully that magical 10) based off my great 60' coupled with being able to keep my mph in the 120's. Thanks for coming out Colby and making me see the glass was half full yesterday lol.

Will

[Loe]

glad that launch method is working out for you! 11.55 is a strong showing, and glad you are still keeping with that size (I'm a quitter lol). 1.59 60ft time is nothing to sneeze at on street tires, especially since a few of us were having traction issues with it. It's a monster size and will be a monster once set-up the way it should be set-up; so much boost area before peaking, even compared to a 179mm.

[RWD2quattro]

So I had a decent day at the track yesterday, although no records were set, I knocked off three hundredths and set a new pb of 11.55. On the bright side, I figured out my launching technique and also set a new 60' pb of 1.59�� Actually every pass I laid down a 1.6x 60' except the 1.59 so I was consistent getting off the line...this was using the prime time/two foot/upswing method every launch. My mph was all over the place ranging from 118-120mph to 106-107mph later in the day being heat soaked like a mofo. So at this point I've decided to add a meth injection kit as I feel that it is necessary to keep iats in check with a 57/194 combo. Now I know it doesn't seem to drop iats as well on a pd blower, but from my reasearch it seems to keep them a few degrees lower and prevents timing from being pulled, which is what I need to keep my mph consistant. You also make more power spraying so that will obviously help too.

Once I get the meth installed and everything dialed in, I should be able to make some really good low 11 passes (hopefully that magical 10) based off my great 60' coupled with being able to keep my mph in the 120's. Thanks for coming out Colby and making me see the glass was half full yesterday lol.

Will

Nice Will, that's an awesome 60' . Which kit are you looking to buy?
I'm leaning towards Snow boost cooler stage 2 with the VC controller. I sent Nate an email but haven't heard from him for revised tune once installed, are you going to tune with meth or use it as an adder to control AIT's only?
Hit me up on PM if you want.

[BlownOne]

glad that launch method is working out for you! 11.55 is a strong showing, and glad you are still keeping with that size (I'm a quitter lol). 1.59 60ft time is nothing to sneeze at on street tires, especially since a few of us were having traction issues with it. It's a monster size and will be a monster once set-up the way it should be set-up; so much boost area before peaking, even compared to a 179mm.

Yea I'm glad I started playing with that launch method because using LC is juts too abrupt the way it leaves...I like the slingshot-ish way the upswing method leaves and the times reflect that the car likes it too. Lol it's ok you are in the worst possible place to have any more heat than you need with your setup. You are spot on brotha...once I can keep the timing/mph in it with a 1.60-1.63 60' I will make a record setting pass for sure! Hopefully you dont get any faster in the mean time Hahahaha

Nice Will, that's an awesome 60' . Which kit are you looking to buy?
I'm leaning towards Snow boost cooler stage 2 with the VC controller. I sent Nate an email but haven't heard from him for revised tune once installed, are you going to tune with meth or use it as an adder to control AIT's only?
Hit me up on PM if you want.

Thanks Raf! I'm going to go with Alky control as most every caddy/gm guy uses their kit and they work really well...they are progressive injection systems which are better than on/off systems imo. I'm just going to use it as an inlet cooler and don't plan on tuning for it so there isn't a safety issue in the event of a failure. I used a snow performance kit on one of my old evos and it worked well, but alky makes solid systems.

[blackbenzz]

Meanwhile stock turbo M6 running 10.3 #truthinengineering


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[k6750gsxr]

Hopefully this will help some one in the future in a pickle like I was. I shredded my belt Saturday night and figured Sunday I would just look up and find a replacement belt. Was not that easy. I was able to salvage enough of the belt to see part number 8pk1325 they use 8 rib and cut a rib off ( KI 189 pulley w/ cts upper ) I got to look up part and can not find any one around that carries it. With not having luck there I looked for 7pk1325 with no luck local. I found a few on line from Germany and Ireland which I ordered. I though maybe a 6pk1325 may work for now while waiting for 7 rib belt. Voila found it at advance auto parts for 20$ CARQUEST by Dayco Poly Rib Belt Part No. 5060520. Installed and works good. Hope this helps if you are in a bind and need a 52 inch belt. These a readily available.

[waxxonMTL]

Meanwhile stock turbo M6 running 10.3 #truthinengineering


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must be tuned ?

[whiped]

Hopefully this will help some one in the future in a pickle like I was. I shredded my belt Saturday night and figured Sunday I would just look up and find a replacement belt. Was not that easy. I was able to salvage enough of the belt to see part number 8pk1325 they use 8 rib and cut a rib off ( KI 189 pulley w/ cts upper ) I got to look up part and can not find any one around that carries it. With not having luck there I looked for 7pk1325 with no luck local. I found a few on line from Germany and Ireland which I ordered. I though maybe a 6pk1325 may work for now while waiting for 7 rib belt. Voila found it at advance auto parts for 20$ CARQUEST by Dayco Poly Rib Belt Part No. 5060520. Installed and works good. Hope this helps if you are in a bind and need a 52 inch belt. These a readily available.

Any belt slipping issues with the 1325?

The crude math I did last week came up with 1320 for 189/CTS. Granted, the belt tensioner could likely pick up the extra 5mm.

Can you and everyone else post links where you got your belt?

Adding those into the spreadsheet will make sourcing them easier for everyone else

[k6750gsxr]

Any belt slipping issues with the 1325?

The crude math I did last week came up with 1320 for 189/CTS. Granted, the belt tensioner could likely pick up the extra 5mm.

Can you and everyone else post links where you got your belt?

Adding those into the spreadsheet will make sourcing them easier for everyone else

never had slipping until it snapped. After research most 1325 belts are 1320 if you cross reference them on the actual company catalog. You have to go down to a 8pk1310 for the next size down which is from a 2005 Jaguar xjr supercharger belt if anyone needs that. I had the tensioner fully extended and locked when installing the new belt and it maybe went half way back before tight so it seems to be as tight as a factory tension can make it.

[Hofahome]

Meanwhile stock turbo M6 running 10.3 #truthinengineering


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You mean a (much) more expensive, top of the model line TTV8 is fast? I'm shocked! My coworker's bone stock x5m ran a 12.1 at Bandimere. Those motors are no joke.

[BaumerS4]

You mean a (much) more expensive, top of the model line TTV8 is fast? I'm shocked! My coworker's bone stock x5m ran a 12.1 at Bandimere. Those motors are no joke.

Yeah, an RS6 or RS7 is the better comparison there, not the S4 for half the price.

[Hofahome]

never had slipping until it snapped. After research most 1325 belts are 1320 if you cross reference them on the actual company catalog. You have to go down to a 8pk1310 for the next size down which is from a 2005 Jaguar xjr supercharger belt if anyone needs that. I had the tensioner fully extended and locked when installing the new belt and it maybe went half way back before tight so it seems to be as tight as a factory tension can make it.

I emailed issam since my belt started sqeaking like hell. He said he is working with gates for a 1310 kevlar belt so no stretch or snap issues. Didn't give eta though. For now I am just running the 1325 so I can drive without the god awful noise.

[k6750gsxr]

I emailed issam since my belt started sqeaking like hell. He said he is working with gates for a 1310 kevlar belt so no stretch or snap issues. Didn't give eta though. For now I am just running the 1325 so I can drive without the god awful noise.

lmk if 1310 works. I ordered gates 7pk1325 So I will see how that works. When I test fitted the 1310 it seemed like it would have been way to tight.

[Loe]

lmk if 1310 works. I ordered gates 7pk1325 So I will see how that works. When I test fitted the 1310 it seemed like it would have been way to tight.

going to the track on Thursday? I may go depending on how soon my meeting ends and if I can get a revised, less throttle happy file. Normally best to get there by 6pm to run, the track prep is good for about 1-1.5hrs until a pony car owner breaks snap either an axle, sprays fluid down the entire track, or spins out because the concept of letting off the gas is lost (literally, all 3 past track events, and about half of the ones from earlier this year in great weather were ruined by them, but its a great time to bond with the Audi Sport of Tampa crew...).

[stereojorge]

going to the track on Thursday? I may go depending on how soon my meeting ends and if I can get a revised, less throttle happy file. Normally best to get there by 6pm to run, the track prep is good for about 1-1.5hrs until a pony car owner breaks snap either an axle, sprays fluid down the entire track, or spins out because the concept of letting off the gas is lost (literally, all 3 past track events, and about half of the ones from earlier this year in great weather were ruined by them, but its a great time to bond with the Audi Sport of Tampa crew...).

I love you for that last part. Means a lot :)


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[k6750gsxr]

going to the track on Thursday? I may go depending on how soon my meeting ends and if I can get a revised, less throttle happy file. Normally best to get there by 6pm to run, the track prep is good for about 1-1.5hrs until a pony car owner breaks snap either an axle, sprays fluid down the entire track, or spins out because the concept of letting off the gas is lost (literally, all 3 past track events, and about half of the ones from earlier this year in great weather were ruined by them, but its a great time to bond with the Audi Sport of Tampa crew...).

So has baseball. This is his last week. I was planning on going next Thursday granted I get my new belt installed.

[Loe]

So has baseball. This is his last week. I was planning on going next Thursday granted I get my new belt installed.

next thursday actually looks better from a temperature perspective with highs in the upper 70's and lows in the upper 50's. But I'll still manage to go to both I'm sure.

[DBFL]

next thursday actually looks better from a temperature perspective with highs in the upper 70's and lows in the upper 50's. But I'll still manage to go to both I'm sure.

I'll definitely go next Thursday. I should have the replacement crank pulley by then.

We really should look into the cost of renting the track for an ASOT event.

[abamfo]

Guys, tonight I put my CW unit on with the APR stage 2 tune (pulley ratio of 3.2 with JHM hi-flow cats) - used to have REVO tune

Under a WOT pull, my cat and EGT temperatures hit (BOTH THE SAME) 1050-80* C; max ignition timing of 16.875* and IATs hitting 63/64* C

I don't recall my exhaust temps being that high before the hi-flow cats were installed and I have tried two tuners with them now; can I get your thoughts on:

1. Have I got an issue here with these cats not dealing with the high levels of boost and getting too hot??

2. Do you guys have some max EGT/cat temperatures from your Stage 2 + CW or Stage 3/4 tunes?? Is 1082* C outrageously hot?

3. What ignition timing numbers should the APR 93 tune be hitting at max RPM??

[Loe]

I'll definitely go next Thursday. I should have the replacement crank pulley by then.

We really should look into the cost of renting the track for an ASOT event.

yaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaa aaaaaaaaaaaaaaaaaasssss

[Loe]

Guys, tonight I put my CW unit on with the APR stage 2 tune (pulley ratio of 3.2 with JHM hi-flow cats) - used to have REVO tune

Under a WOT pull, my cat and EGT temperatures hit (BOTH THE SAME) 1050-80* C; max ignition timing of 16.875* and IATs hitting 63/64* C

I don't recall my exhaust temps being that high before the hi-flow cats were installed and I have tried two tuners with them now; can I get your thoughts on:

1. Have I got an issue here with these cats not dealing with the high levels of boost and getting too hot??

2. Do you guys have some max EGT/cat temperatures from your Stage 2 + CW or Stage 3/4 tunes?? Is 1082* C outrageously hot?

3. What ignition timing numbers should the APR 93 tune be hitting at max RPM??

the EGT's around out of the ordinary. On the APR file, under ideal conditions, you should be seeing close to mid 20's. I've seen low 20's on my GIAC on a pump file, but with a few corrections here and there in combination with the 194mm crank pulley.

[stereojorge]

yaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaaa aaaaaaaaaaaaaaaaaasssss

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[k6750gsxr]

Guys, tonight I put my CW unit on with the APR stage 2 tune (pulley ratio of 3.2 with JHM hi-flow cats) - used to have REVO tune

Under a WOT pull, my cat and EGT temperatures hit (BOTH THE SAME) 1050-80* C; max ignition timing of 16.875* and IATs hitting 63/64* C

I don't recall my exhaust temps being that high before the hi-flow cats were installed and I have tried two tuners with them now; can I get your thoughts on:

1. Have I got an issue here with these cats not dealing with the high levels of boost and getting too hot??

2. Do you guys have some max EGT/cat temperatures from your Stage 2 + CW or Stage 3/4 tunes?? Is 1082* C outrageously hot?

3. What ignition timing numbers should the APR 93 tune be hitting at max RPM??

Those egt seem extremely high. Anything about 1650 F is dangerous on a motor. Not sure how accurate that guage really is since I feel that would start melting things in the motor. What are you lambda value? are you really lean ?

[-leman-]

Guys, tonight I put my CW unit on with the APR stage 2 tune (pulley ratio of 3.2 with JHM hi-flow cats) - used to have REVO tune

Under a WOT pull, my cat and EGT temperatures hit (BOTH THE SAME) 1050-80* C; max ignition timing of 16.875* and IATs hitting 63/64* C

I don't recall my exhaust temps being that high before the hi-flow cats were installed and I have tried two tuners with them now; can I get your thoughts on:

1. Have I got an issue here with these cats not dealing with the high levels of boost and getting too hot??

2. Do you guys have some max EGT/cat temperatures from your Stage 2 + CW or Stage 3/4 tunes?? Is 1082* C outrageously hot?

3. What ignition timing numbers should the APR 93 tune be hitting at max RPM??

Those EGTs are too high IMO and I would really love to see what other dual-pulley (CW or specifically tuned) cars are seeing. I know another dual-pulley car that ran into same issues and I actually inquired for others EGT logs a couple of pages ago.

The interesting thing here is that EGT value is a modelled one, I think (i.e. there no dedicated EGT sensor). If this is correct, then high EGTs would actually indicate a problem somewhere else (e.g. low timing) which then is used as an input in the EGT model and produces high model output. In other words, ECU would not see high EGTs produced, for example, by restrictive cats by itself unless this would cause an issue to other paramters ECU may actually measure.

Did you log your dual pulley setup on REVO without CW? Can you do the same (dual pulley setup, but no CW) on APR?

[abamfo]

Those EGTs are too high IMO and I would really love to see what other dual-pulley (CW or specifically tuned) cars are seeing. I know another dual-pulley car that ran into same issues and I actually inquired for others EGT logs a couple of pages ago.

The interesting thing here is that EGT value is a modelled one, I think (i.e. there no dedicated EGT sensor). If this is correct, then high EGTs would actually indicate a problem somewhere else (e.g. low timing) which then is used as an input in the EGT model and produces high model output. In other words, ECU would not see high EGTs produced, for example, by restrictive cats by itself unless this would cause an issue to other paramters ECU may actually measure.

Did you log your dual pulley setup on REVO without CW? Can you do the same (dual pulley setup, but no CW) on APR?

Well it's the same situation with either tuner (APR/Revo) and my ignition timing with Stage 2 + CW is lower with both tuners than their Stage 2 alone. I didn't log a 3rd gear pull without the CW on Revo but I did check EGTs on the VCDS mobile app after some WOT and they quickly escalated to 900 - 1000*C. I will do a logged pull without the CW on APR to get ignition timing and EGTs tonight when it cools down.

Would like to know what inputs actually model the EGTs. Is this simply an EGT modelling error with the CW and DP setup OR are the exhaust temps actually that high, I think that is the question I need to answer. It would be great to get someone else's thoughts who have the HFCs on right now. Feedback from some people is that these temps are normal and others say its not. Do the o2 sensor voltages have anything to do with the EGTs? Part of me wants to put the stock cats back on now but it costs a fortune.

EDIT: I took my laptop with me today but it ran out of battery before I got to log but I did do a 3rd gear pull with APR Stage 2 tune without the CW on (dual pulley still) and checked temps after hitting max RPM and egt/cat temps were above 1000*C, so not sure that the CW unit is the reason, disappointingly. I'm going to unplug the rear o2 sensors and see if they have anything to do with the cat temperature modelling tomorrow.

[-leman-]

Interesting, did you check ignition timing without CW?

If I were to guess I'd say throttle angle and intake manifold pressure (the higher pressure/throttle angle the higher EGT), ignition (more advance for lower EGT) and AFR (the leaner the mixture the higher EGT) should be the most significant inputs for EGT model. Just guessing - I'm sure if it's in fact modeled then the model is more complicated than that.

[abamfo]

Interesting, did you check ignition timing without CW?

If I were to guess I'd say throttle angle and intake manifold pressure (the higher pressure/throttle angle the higher EGT), ignition (more advance for lower EGT) and AFR (the leaner the mixture the higher EGT) should be the most significant inputs for EGT model. Just guessing - I'm sure if it's in fact modeled then the model is more complicated than that.

Can't check timing on VCDS mobile app, will do tomorrow. Starting to think that these numbers are normal but now I'm afraid of taking my car to a track day.

Was trying to do some research on what are the input parameters for the modeled EGTs, found this from a research paper on modeling EGTs on a turbo diesel engine.

"With access to fuel and gas mass flows, inlet temperature and inlet and outlet pressures, the Seliger cycle model estimates the exhaust gas temperature"

[Ze_Nardo6]

Meanwhile stock turbo M6 running 10.3 #truthinengineering

What is the point of this post?

A 4400lb RS7 with an ECU flash runs 10.5-10.6.

Who gives a shit. This is the S4 section.

[k6750gsxr]

What is the point of this post?

A 4400lb RS7 with an ECU flash runs 10.5-10.6.

Who gives a shit. This is the S4 section.

............

[-leman-]

Can't check timing on VCDS mobile app, will do tomorrow. Starting to think that these numbers are normal but now I'm afraid of taking my car to a track day.

Was trying to do some research on what are the input parameters for the modeled EGTs, found this from a research paper on modeling EGTs on a turbo diesel engine.

"With access to fuel and gas mass flows, inlet temperature and inlet and outlet pressures, the Seliger cycle model estimates the exhaust gas temperature"

Well, I should have definitely added the rpm and IAT on my EGT inputs list and on a second thought throttle angle should not be probably there. It all comes to air mass which is probably a function of IAT, intake pressure and RPMs.

I'm not too sure why ignition angle is not in the quote of yours above but it is probably due to diesel engine specifics. For gasoline I'm pretty sure that late ignition could cause EGT rise and this is why I asked about your ignition angle without CW. Maybe someone in the knowledge could chime in to confirm my ignition angle / EGT link idea or state otherwise.

[fitzydude]

I'm planning on running CW with my Revo tune in the near future but my local Revo dealer has stopped flashing Revo... So I'll have to make a weekday trip to Houston or Austin to the next closest Revo dealer and that could be awhile before I find the time.

In the mean time I plan on running a Chipwerke Pro w/stage 2 on the OEM map with dual pulley (57/179). Do you think I might come close to holding the bypass closed on the most aggressive setting 7-1? I have ordered a ross-tech cable so I'll be able to log. Looking at logs from other chipwerke users I'm fairly optimistic I might be able to achieve this. Furthermore I'm 6MT so I should be able to cope with the drivability issues. I think I will plan on mixing E85 in case timing is added. What do y'all think?

Also has anyone attempted to run the Chipwerke box into the cabin by using a Sub-D 15-pin extension cable?

[theswoleguy]

had high EGT numbers like that on my turbo GTi back in the day just what they ran like on aggressive tune (E85 dropped it a bit), on the powerstroke world we dont freak out until you are 1600+ for sustained or 1300+ towing, a brief blast down the 1/4 mile is fine and many of us on hot tunes with big sticks hit 2k for a breif kiss. I'd be way more worried about powerstroke heads over my s4 heads anyday.

[Wizard-of-OD]

Didn't want to post until I had all the information infront of me.
When we started with the 183mm+ sizes and people wanted to use the OEM supercharger pulley , we had to find a 7Pk1300 belt (63mm pulley on supercharger).
There is no "7PK1300" belt in North America . There are 3 belt manufacturers most common for 7PK (which means 7 rib) belts

- Continental
- Gates
- Bando

Continental is what we have been supplying for the 179 & 183mm guys who are running a 57mm supercharger pulley. That belt is a 7PK1290
For anything above that we have been using Gates belts which from Europe list them incorrectly.

The most common belt was a 7PK1315 which worked out as a K070518 or K070508
Breaking down the Gates part #'s we have
K070518 = 7 Rib x 51.8" = 1315mm
K070508 = 7 rib x 50.8" = 1290mm

Unfortunately The K070508 is listed as a 7Pk1300 and Gates was using the OUTER length in the description but the exact effective length was off.

This has not be a fun project but after getting Gates North America , specifically the RPM division , there is now a solution:
GATES RPM 7PK1300 – Exact Effective Length is 1301.2 mm.
GATES RPM 7PK1310 – Exact Effective Length of 1311.2 mm.

The RPM division uses Aramid (Kevlar) Chord in the belts which should hinder squeeking and provide the actual lengths the community needs.
I will cross post this in the EPL thread as well.

[Loe]

Didn't want to post until I had all the information infront of me.
When we started with the 183mm+ sizes and people wanted to use the OEM supercharger pulley , we had to find a 7Pk1300 belt (63mm pulley on supercharger).
There is no "7PK1300" belt in North America . There are 3 belt manufacturers most common for 7PK (which means 7 rib) belts

- Continental
- Gates
- Bando

Continental is what we have been supplying for the 179 & 183mm guys who are running a 57mm supercharger pulley. That belt is a 7PK1290
For anything above that we have been using Gates belts which from Europe list them incorrectly.

The most common belt was a 7PK1315 which worked out as a K070518 or K070508
Breaking down the Gates part #'s we have
K070518 = 7 Rib x 51.8" = 1315mm
K070508 = 7 rib x 50.8" = 1290mm

Unfortunately The K070508 is listed as a 7Pk1300 and Gates was using the OUTER length in the description but the exact effective length was off.

This has not be a fun project but after getting Gates North America , specifically the RPM division , there is now a solution:
GATES RPM 7PK1300 – Exact Effective Length is 1301.2 mm.
GATES RPM 7PK1310 – Exact Effective Length of 1311.2 mm.

The RPM division uses Aramid (Kevlar) Chord in the belts which should hinder squeeking and provide the actual lengths the community needs.
I will cross post this in the EPL thread as well.

great! get us more when you have the chance, I can add it to the front page. Thankfully the conti belt you supplied for my 183mm seems to not be slipping.

[Loe]

not a great showing from the track last night from me. Keep in mind that I'm still running a test file, it's only 98% production ready.

D/A's 814ft, 70F, 65% humidity, baro 30.10 inHG

Why was it not a great showing? well heres why...

I went back to my tuner shop to flash back to the previous revision Weds, but completely missed the fact that when you do that, it will always default to pump file. Since I had to run out quick to make it to my meeting on time Weds, I overlooked that part and didn't realize this until I got to the track and made my first pass and looked at the logs...

I quickly switched over to the race map (and for those who own GIAC will understand that after switching maps, it takes a few miles for upshifts to fully adapt, ignition timing to set, fuel trims, AFR etc etc...). I attempted to do a few WOT 3rd gear runs outside of the track in the back country roads of FL, but not enough. I didn't get to make too many passes (3 at the most, 1 on the pump, 2 on the race, 1st attempt was "okay" using LC, second attempt using LC again resulted in wheelspin + shoft-shifting the 1-2).

[email protected] with some wheelspin using LC, not my best representation and will be stronger the next time out. Hate making excuses, but it is what it is and I'll make another few passes next Thursday more prepared. Since I didn't give it enough time to adapt, the upshifts wasn't the smoothest transitions at WOT, and I either was bleeding after the 2-3 upshift or the timing remain static. It eventually felt like it recovered after 6,000rpm in that gear and pulled its heart out to the finish line. I didn't get the log this run, I tried to, but I ended up hitting the "save" button instead of the "log" button in VCDS and didn't realize this until after the run.

I can't to the usual up-swing method with the file, which is one of the reasons why it's only 98% ready.

...more to come, but the great news is that if you turn on the defroster in "HI" temp and have it running at the staging lanes, the a/c compressor remains on, and the evaporator doesn't spill/leak out fluids so there is a way to leave the A/C on at the staging lanes after all with this Killerchiller unit and not need the drag-kit.

[infinkc]

not a great showing from the track last night from me. Keep in mind that I'm still running a test file, it's only 98% production ready.

D/A's 814ft, 70F, 65% humidity, baro 30.10 inHG

Why was it not a great showing? well heres why...

I went back to my tuner shop to flash back to the previous revision Weds, but completely missed the fact that when you do that, it will always default to pump file. Since I had to run out quick to make it to my meeting on time Weds, I overlooked that part and didn't realize this until I got to the track and made my first pass and looked at the logs...

I quickly switched over to the race map (and for those who own GIAC will understand that after switching maps, it takes a few miles for upshifts to fully adapt, ignition timing to set, fuel trims, AFR etc etc...). I attempted to do a few WOT 3rd gear runs outside of the track in the back country roads of FL, but not enough. I didn't get to make too many passes (3 at the most, 1 on the pump, 2 on the race, 1st attempt was "okay" using LC, second attempt using LC again resulted in wheelspin + shoft-shifting the 1-2).

[email protected] with some wheelspin using LC, not my best representation and will be stronger the next time out. Hate making excuses, but it is what it is and I'll make another few passes next Thursday more prepared. Since I didn't give it enough time to adapt, the upshifts wasn't the smoothest transitions at WOT, and I either was bleeding after the 2-3 upshift or the timing remain static. It eventually felt like it recovered after 6,000rpm in that gear and pulled its heart out to the finish line. I didn't get the log this run, I tried to, but I ended up hitting the "save" button instead of the "log" button in VCDS and didn't realize this until after the run.

I can't to the usual up-swing method with the file, which is one of the reasons why it's only 98% ready.

...more to come, but the great news is that if you turn on the defroster in "HI" temp and have it running at the staging lanes, the a/c compressor remains on, and the evaporator doesn't spill/leak out fluids so there is a way to leave the A/C on at the staging lanes after all with this Killerchiller unit and not need the drag-kit.

Nice run, cant wait to see your cars full potential. Great finding for the defrost setting.

[BlownOne]

Well you're still faster than me lol. Nice find on the defrost setting brotha!

[ModItNow]

I'm planning on running CW with my Revo tune in the near future but my local Revo dealer has stopped flashing Revo... So I'll have to make a weekday trip to Houston or Austin to the next closest Revo dealer and that could be awhile before I find the time.

In the mean time I plan on running a Chipwerke Pro w/stage 2 on the OEM map with dual pulley (57/179). Do you think I might come close to holding the bypass closed on the most aggressive setting 7-1? I have ordered a ross-tech cable so I'll be able to log. Looking at logs from other chipwerke users I'm fairly optimistic I might be able to achieve this. Furthermore I'm 6MT so I should be able to cope with the drivability issues. I think I will plan on mixing E85 in case timing is added. What do y'all think?

Also has anyone attempted to run the Chipwerke box into the cabin by using a Sub-D 15-pin extension cable?

I'm wondering this same thing. I am chipwerke stage 2 and have everything for dual pulley but been waiting until I decide which tune to go with. In the mean time I'm wondering if it's safe to install the crank pulley and cps and still just run chipwerke until I get a real flash tune. I do run an e85 blend already...



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