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they should not be using that global % change for starters..... there is a precise maf curve for those changes... Your getting reversion and its generally twice as bad as z32 reversion, you can do a few tricks like change the scale on page 3, run 400rpm, 800rpm and 1200rpm as your bottom 3 scales and pull massive amounts of fuel fro these tables and interpolate them back to the idle position, generally i put the lowest ms i can in the whole 400rpm column as this stops the added fuel when it stumbles. if you like email me you map and i will set it up.

Give them the benefit of the doubt, its not going to cost you anything. TBH it caught me out 1st time i did a LINK, With the LINK unless you do a store after each tuning stage it will loose all your "current" changes and revert to the "original" map that it was started on (not the original base but the same map the car was key started on). They could have accidently lost the last lot of map changes.

Yeah i understand, i used DD most of the time prior to opening up, i ended up with the dynapck after a really long decision process and after using the other offerings... it was not a plain sailing though as family friends own DTS dynos and unfortunately it did not meet my requirements and they no longer talk to us.. my biggest concern with the dynapck was the "perceived" setup time... i was always told by the DD guys it tok to long to setup but to be honest it takes less time than strapping a car down so luckily it was a moot point. i reckon if i was offered to swap my 2wd for a new 4wd dyno for FREE, i would decline.. i would rather pay for the dynapack upgrade.

computer fail edit

Yeah i understand, i used DD most of the time prior to opening up, i ended up with the dynapck after a really long decision process and after using the other offerings... it was not a plain sailing though as family friends own DTS dynos and unfortunately it did not meet my requirements and they no longer talk to us.. my biggest concern with the dynapck was the "perceived" setup time... i was always told by the DD guys it tok to long to setup but to be honest it takes less time than strapping a car down so luckily it was a moot point. i reckon if i was offered to swap my 2wd for a new 4wd dyno for FREE, i would decline.. i would rather pay for the dynapack upgrade.

we are not interested in the peak, its all the important stuff we were asked to look at.... ie low mid and transitional.

unfortunately many dyno plots leave a lot to be desired and tend to give you a rounded / smoothed result.... nothing like the actual curve. In this case the the original dyno only had a few plots (often between 10-20 points of reference over whole graph which is very coarse) which were then interpolated to make a pretty average curve. We were able to give an accurate graph with far more refference plots (plots every 50 rpm on average) based actual time in that particular gear same as it would see on the road, this graph far closer represented the on road feel. We did not touch the car tune wise at all, i dont think its fair on the other shop, im sure they will rectify it without fuss. Luckily we are able to extract far more accurate results with the dynapck but we had to pay a premium for it $$$ wise when we first purchased the dyno, as for the power difference it is very common to see around 20rwkw difference from that particular dyno to mine, it is a genuinely low reading dyno compared to the various others in the area. I know most dynos will read different but we are lucky enough to have at least five or 6 around that read within a very small margin which allows for quick easy comparisons. i even had the opportunity to directly compare a car from HPF on friday and the difference @310rwkw was 3 kw.... but our curve was much more detailed and showed up alot of detail not show on the other dyno plot... not bad tune detail but actual engine characteristics dulled out by roller inertia. Dyno are tools and as long as you extract the relevant data your chasing in the most detail then the actual number is irrelevant and in this particular case a few simple runs showed exactly what needs rectifying.

got v161 getting lonely in the garage....

std everything but fit some nice je's or cp's and cam gears.... add td06l2 and bingo 280.

its a tough path to tread, as its always easier to look over something after its done, im sure my work could be knit picked just as much and i dont know how much time was invested in the setup and tune.. There would be some good gains in the gate preload, i would nearly double it and that should see around 20rwkw @ 4000rpm alone, increasing the map resolution from 120kpa to 180-220kpa will stop it "flat-lining" give more control in the fuelling map. And finally setting the Vct. I would advise not to move the cams gears from their current "0" setting until the vct is setup and the rest of the suggestions tried first. Im sure given some more time they will have it sorted 100% they have a great reputation. This turbo should produce the numbers, its definitely got loads more mid in it.

search hi energy sumps in the rb30 section i posted pics a while back.

I was talking T518Z's.. which are td05. the 10cm t518z is the same response as a 8cm L2 with about 20 less top end kw.

8cm for 220-240 10cm for 250-280

Just pull the rail and run a 11mm drill through each injector boss.

^^^ oooh but the sound alone is worth 1000 dollars that car got the second largest gathering out the front..... 1st place was a supercharged M5 so dont feel too bad

the runs are way less that 15seconds, the red one from memory was with a mega retarded exhaust wheel, i was trying a few things and it just so happens the valve springs did not play up as much on that run. i only included it as a comparo to say it still has alot more in it. On average we use a relatively short run rate 9-12 seconds. Final position of the exhaust cam wheel was so close to zero it is irrelevant

HAHA good idea, gonna steal that idea

haha sorry for 3 post in a row but if you look at my last post you will see the Link looks at both temp and content.... so atm it has 5 or 6 dimensional fuel and ignition tables.

No doubt you can use a fuel temp sensor and add a compensation, we run a similar fuel temp correction via the siemens ethanol content sensor.

id pay it for that kind of quality. One mans 10k is another 1k everything is relative. This is one of the best build threads ive seen in a long time. love it.

quadruple your fuel system for meth from 98. your gonna need 2400cc injectors for 850hp, base on your 475rwkw figure i reckon 550-600+ on meth so 850hp @ 88% duty with BSFC of 1.4 works out around 2360cc