Jayme wrote:I agree.. I have seen v6's soemtimes go bananas with knock counts and had to disable the knock sensor... I assume due to some other noise setting it off. I wonder why its only at 91kpa at WOT... thats a pretty serious restriction for a v6... is it a stock engine? stock intake and filter setup?
yep its all stock except for the exhaust.
Keep in mind I am 600m up so there is only 94-96Kpa ever available. So there is roughly a 5Kpa restriction.
Do you think I need a bigger TB or just a good CAI like The1 has on his VS? Or both?
I'm the director of VSH (Vlad's Spec Holden), because HSV were doing it ass about.
I could be way off track here, but if it reads a baro of 95 at key on. Isnt that as low a reading as it will get at WOT? ie no restriction? and when reading 95kpa the ecu will take ve and spark from the 100kpa row's? as thats the baro reading from key on?
Only fuel uses the baro compensated MAP reading, but yes in this case 100kPa column will be used when MAP is 95kPa (or whatever the baro is). The flag "Use Altitude Adjusted MAP Load Variable as load variable" controls this, if cleared will use normal MAP.
VL400 wrote:Only fuel uses the baro compensated MAP reading, but yes in this case 100kPa column will be used when MAP is 95kPa (or whatever the baro is). The flag "Use Altitude Adjusted MAP Load Variable as load variable" controls this, if cleared will use normal MAP.
its interesting you say that, when I looked at the log I found the timing lower than what I set in the 100 and 95 columns, but when I setup the 90kpa column that fixed that issue.
I'm the director of VSH (Vlad's Spec Holden), because HSV were doing it ass about.
so the next question is..... if you have tracing on then at sea level the MAP reading in the ADX shows the correct VE cell... but in vlads case at 600m, when the map is showing 90kpa in the adx, its really using the 95(ish) column in the VE table... it strikes me that the adx should read the same map reading that the fuel uses or maybe have 2 map readings in the adx?
vlad01 wrote:yep its all stock except for the exhaust.
Keep in mind I am 600m up so there is only 94-96Kpa ever available. So there is roughly a 5Kpa restriction.
Do you think I need a bigger TB or just a good CAI like The1 has on his VS? Or both?
my suggestion would be to remove the inlet pipe for a test run, just have open straight at the throttle body, and if the restriction is still there you'll know its the throttle body or after it!
No matter what the question is, the answer is always more horsepower!
vlad01 wrote:yep its all stock except for the exhaust.
Keep in mind I am 600m up so there is only 94-96Kpa ever available. So there is roughly a 5Kpa restriction.
Do you think I need a bigger TB or just a good CAI like The1 has on his VS? Or both?
my suggestion would be to remove the inlet pipe for a test run, just have open straight at the throttle body, and if the restriction is still there you'll know its the throttle body or after it!
yeah was thinking the same, it rained today so the dust will be settled for tomorrow.
if it is the problem, Ill get one of these and a suitable UNI filter.
Jayme wrote:so the next question is..... if you have tracing on then at sea level the MAP reading in the ADX shows the correct VE cell... but in vlads case at 600m, when the map is showing 90kpa in the adx, its really using the 95(ish) column in the VE table... it strikes me that the adx should read the same map reading that the fuel uses or maybe have 2 map readings in the adx?
A new baro compensated term can be calculated in the ADX, will update the 12P ADXs with one and people can choose to use that if its required.
It wasnt included in 12P due to how boost and baro is handled, 11P is different and will not be so confusing.
Changing small things and one at a time to not confuse things 
