F55/F56 New JCW F56 Dyno
#1
Join Date: Sep 2007
Location: terry@burgertuning.com
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New JCW F56 Dyno
Hey guys,
Just met up with a tuner friend of ours Jay at bytetronik.com to play around with his new MINI Cooper JCW. They're working on a flash tune for the platform, hard parts, etc, but to get the R&D ball rolling is running our Stage1 setup.
The car is 100% stock, automatic, running 91 octane fuel with 3 gallons of E85 mixed in.
The first thing I noticed under the hood was the new fuel pressure sensor connector I've been hearing about. Was nice to finally see one in person. Fortunately we have the new connectors in stock and we now have a compatible flex fuel connector system for it. I'll work on getting that on the site next week.
After some logging we found it runs around 15-16psi stock with today's 90 degree temps. And with the E85 mix we were able to easily turn it up another 5psi to 21psi. Which rewarded us with a nice 45whp and 49wtq gain over the stock baseline. Timing and AFR remained smooth throughout the tuned pulls.
Jay's working on a flash tune for the vehicle to do some things we can't do with a piggyback, like removing the speed limiter, and raising the fuel ceilings, and then we'll get back together in a collaborative way to design piggyback specific software meant to work with their flash for those MINI owners who want to really take it to the next level.
Just met up with a tuner friend of ours Jay at bytetronik.com to play around with his new MINI Cooper JCW. They're working on a flash tune for the platform, hard parts, etc, but to get the R&D ball rolling is running our Stage1 setup.
The car is 100% stock, automatic, running 91 octane fuel with 3 gallons of E85 mixed in.
The first thing I noticed under the hood was the new fuel pressure sensor connector I've been hearing about. Was nice to finally see one in person. Fortunately we have the new connectors in stock and we now have a compatible flex fuel connector system for it. I'll work on getting that on the site next week.
After some logging we found it runs around 15-16psi stock with today's 90 degree temps. And with the E85 mix we were able to easily turn it up another 5psi to 21psi. Which rewarded us with a nice 45whp and 49wtq gain over the stock baseline. Timing and AFR remained smooth throughout the tuned pulls.
Jay's working on a flash tune for the vehicle to do some things we can't do with a piggyback, like removing the speed limiter, and raising the fuel ceilings, and then we'll get back together in a collaborative way to design piggyback specific software meant to work with their flash for those MINI owners who want to really take it to the next level.
Last edited by Terry @ BMS; 06-26-2015 at 05:10 PM.
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Sounds all good for the JCW! Love the power it now has, particularly the passing power, course you can never have too much as long as you can put it down to the ground. Plus the fact that there may be a true refresh tune available sounds perfect. Only bad thing is that the web site seems to be down for bytetronik to look up any info there on their tune.
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Sounds all good for the JCW! Love the power it now has, particularly the passing power, course you can never have too much as long as you can put it down to the ground. Plus the fact that there may be a true refresh tune available sounds perfect. Only bad thing is that the web site seems to be down for bytetronik to look up any info there on their tune.
#16
While the ECU reflashing option will be available soon, but that will likely be reserved for Track cars only. For street and weekend racers, we'll have a full line of JB units finalized in the near future. If you're interested in becoming a Beta Tester for 93 Octanes, PM us and we'll go from there.
#17
Originally Posted by Bytetronik
While the ECU reflashing option will be available soon, but that will likely be reserved for Track cars only. ....
Back to the data, it's becoming more common [in other engines] to see more of the full-load RPM band to be Stoich. In this case, the AFR has a curious 3-tier AFR: Stoich to around 2,600 RPM, then "14:1" for the mid-range, and then pretty much peak torque AFR from 4,500 to redline. Of course, this graph is from a tailpipe sniffer, likely a LSU 4.2 et al, with unknown calibration.
To the dyno operator: Please log the full RPM band, from 1k RPM to fuel cut. Remember the peak torque is advertised at 1,250 RPM, which was missed with these pulls.
Last edited by Ryephile; 07-06-2015 at 12:44 PM.
#18
While the ECU reflashing option will be available soon, but that will likely be reserved for Track cars only. For street and weekend racers, we'll have a full line of JB units finalized in the near future. If you're interested in becoming a Beta Tester for 93 Octanes, PM us and we'll go from there.[/QUOTE]
I'm guessing that to be a beta tester for just 93 octane petrol, you need to be on the west coast? I'm in North Carolina
Getting excited about this possible ECU upgrade to try it out at VIR raceway whenever it's done! Think my next track day will be in October with Phil Wicks.
I'm guessing that to be a beta tester for just 93 octane petrol, you need to be on the west coast? I'm in North Carolina
Getting excited about this possible ECU upgrade to try it out at VIR raceway whenever it's done! Think my next track day will be in October with Phil Wicks.
#21
FYI, some VAG TGDI engines run Stoich for 100% of operation. I recommend learning more about GDI engines before making a blanket statement likely rooted in old PFI engines that lack the chemical and mechanical quench to run at or near peak torque AFR.
Last edited by Ryephile; 07-23-2015 at 08:35 AM.
#22
I was referring to the AFR showing a leaner mixture at +5psi compared to stock which is not good in my opinion.
Also, OEM durability testing does not apply to engines running +5psi over stock using a tune or piggyback module. That's why warranties are voided if mfg finds out the ECU has been flashed.
Also, OEM durability testing does not apply to engines running +5psi over stock using a tune or piggyback module. That's why warranties are voided if mfg finds out the ECU has been flashed.
#23
I read on someone's R56 JCW post that he had the BMS device on the track, and has a boost guage in the car, and was getting 21-22. He was worried because evidently something can happen at >21 boost that shuts the car down???? It didn't do it to him though. He dialed the guage back a bit to avoid that he said.
#24
I was referring to the AFR showing a leaner mixture at +5psi compared to stock which is not good in my opinion.
Also, OEM durability testing does not apply to engines running +5psi over stock using a tune or piggyback module. That's why warranties are voided if mfg finds out the ECU has been flashed.
Also, OEM durability testing does not apply to engines running +5psi over stock using a tune or piggyback module. That's why warranties are voided if mfg finds out the ECU has been flashed.
I assure you that your opinion or "lean", while perhaps applicable for PFI setups, is not directly correlative to what's happening in this example. This was a big problem with GDI's first came out, because all the aftermarket tuners were ignorant about the fueling strategy along with the technical details behind it. I'm afraid you're a bit behind the curve at this point.
Your assertion that OEM's only test at advertised power is inaccurate. Perhaps that's the case at your employer, but that's not applicable across the industry.
#25
To go a step further, AFR's are hardly a fixed map anymore. Many engines, for example, now do time based enrichment at full load to regulate catalyst temperature and/or provide long-term chemical cooling. It's a tiny part of the strategy, and chances are you'll only see it on the track or in a standing mile, as most shops don't have a DynaPack with a cooling tower.