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Well the suspension had settled. I've been driving around a bit and although I love the stance the car is sitting a bit too low.
Unless I am careful I'm still scrapping going in and out of my driveway and worse under very hard cornering I'm rubbing on my fender.
Here's how it sits with the 20mm spacer.
Today I took them out and turned them down even further. They're .375" tall now. Wheel gap should be the same between front and rear. I'll post a couple pictures once I reinstall them.
That's the biggest muffler that will fit under the car. The plan is mount this right behind the secondary cats then run 2.5 inch all the way to the back. Should make for a nice sound!
This particular muffler also doubles as an X-pipe.
That's the biggest muffler that will fit under the car. The plan is mount this right behind the secondary cats then run 2.5 inch all the way to the back. Should make for a nice sound!
This particular muffler also doubles as an X-pipe.
It's been a bit since I last updated this. I took a trip to New Mexico to visit a few friends and stopped in Arizona to take a couple pictures.
I also grabbed a couple data logs to try to compare power loss. I live 200 feet above sea level and was visiting 5500 feet. It's shown me some interesting results...
The top table is sea level. This shows a maximum of 240 grams per second of airflow, 30 degrees of timing advance, 11.5:1 AFR (holy **** that's rich!!!) commanded.
At elevation, I'm getting a max of 183 g/s, 33 degrees of timing, and 12:1 AFR (still pretty rich) commanded.
If you do the math at sea level that 240 g/s converts to 31.7 lbs/min, elevation 183 g/s converts to 24.2 lbs/min. There is a rule of thumb that says for every lbs/min your engine takes in it can produce 10 crank horsepower. That means I lost 75 freaking horsepower going to elevation. I can definitely believe it too.
I don't know how you is250 guys do it. That's not enough power.
I'm still really suprised as how rich this tune is. 12.5:1 is what I've always targeted when tuning NA cars before. DI cars can run even leaner. It's also really interesting that the car added 3 degrees of timing with less air and fuel. I'm really curious as to how that calculation is made.
I also grabbed a couple data logs to try to compare power loss. I live 200 feet above sea level and was visiting 5500 feet. It's shown me some interesting results...
The top table is sea level. This shows a maximum of 240 grams per second of airflow, 30 degrees of timing advance, 11.5:1 AFR (holy **** that's rich!!!) commanded.
At elevation, I'm getting a max of 183 g/s, 33 degrees of timing, and 12:1 AFR (still pretty rich) commanded.
If you do the math at sea level that 240 g/s converts to 31.7 lbs/min, elevation 183 g/s converts to 24.2 lbs/min. There is a rule of thumb that says for every lbs/min your engine takes in it can produce 10 crank horsepower. That means I lost 75 freaking horsepower going to elevation. I can definitely believe it too.
I don't know how you is250 guys do it. That's not enough power.
I'm still really suprised as how rich this tune is. 12.5:1 is what I've always targeted when tuning NA cars before. DI cars can run even leaner. It's also really interesting that the car added 3 degrees of timing with less air and fuel. I'm really curious as to how that calculation is made.
It's nice to see other CL members posting their datalogs for the IS350 as it's something a few of us here on the forums had recently started doing in order to gain a better understanding of our engines, the available ECU tunes, and any noticeable impacts with performance modifications. There's a few datalogs from myself and other members on the last few pages of my build thread if you're interested in seeing what we've documented so far.
At sea level, the datalog from your Orange Virus ECU Tune is very similar to the datalogs I've collected with my RR Racing ECU tune. At WOT, we both have an AFR of 11.5 and Ignition Timing Advance peaks at 30 degrees. From what I was told, changing the AFR from 11.5 to 13.0 will not have an impact to peak horsepower as its the ignition timing advance that is the key factor. Keeping the AFR rich at WOT will also keep temperatures lower which will result in consistent performance with the tune (if you're doing track days).
Nice build. It's good to see an IS350C tuned for performance.
While I agree about the rich AFRs the thing I'm wondering is why the timing seems to retard so much. The car gave a lot more timing running leaner while at high elevation.
Man I really love the look of the 350c, if I had known about them I definitely would have searched for one when I was looking for my is350. I saw you had a borla muffler, what's your exhaust setup? As far as the logs go, keep in mind that the 12.08 is just the lowest value that you will see. You are probably running a little richer than that.
I haven't done exhaust yet. I'm still trying to figure out how I want to do it. Initially I was going to do a true dual that started behind to rear cats. Now I'm thinking going full cat back and installing something that would pass for rear cats. Since I live in stupid California.
The 12.08 isn't what I was going off of. I'm assuming the commanded afr is correct.
The commanded afr at WOT is nearly meaningless. My commanded afr is something reasonable but my a actual afr will be in the low 14:1 range. As far as exhaust goes, if you can, I'd recommend going with a with a 2.5" setup. I saw quite noticable gains going to a 2.5" dual exhaust, Red also reported decent gains with his 2.5" exhaust.
I haven't done exhaust yet. I'm still trying to figure out how I want to do it. Initially I was going to do a true dual that started behind to rear cats. Now I'm thinking going full cat back and installing something that would pass for rear cats. Since I live in stupid California.
The 12.08 isn't what I was going off of. I'm assuming the commanded afr is correct.
Looking forward to your exhaust set up. Once you do it, please post some pics of it installed underneath the car. Hope to meet you in person one of these days.
03-08-18, 08:22 PM
