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  1. #476
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    Click here to enlarge Originally Posted by JoshBoody Click here to enlarge
    Speaking of fueling, Tony should try the stock/Walbro in series… potentially 72psi at X volume is too much for the parallel setup. This is an easy test.
    He needs a lot more than 72psi. I'd start at 100psi with a good regulator. Maybe something set at 80psi base with a 1:1.
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  2. #477
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    Click here to enlarge Originally Posted by Terry@BMS Click here to enlarge
    He needs a lot more than 72psi. I'd start at 100psi with a good regulator. Maybe something set at 80psi base with a 1:1.
    Terry, you are hung up on pressure but it doesn't matter. Pump is regulated to a certain pressure... this isn't the same as raising pressure to increase flow per a set restriction. V8bait, you an engineer... what you say?

  3. #478
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    Click here to enlarge Originally Posted by JoshBoody Click here to enlarge
    Terry, you are hung up on pressure but it doesn't matter. Pump is regulated to a certain pressure... this isn't the same as raising pressure to increase flow per a set restriction. V8bait, you an engineer... what you say?
    We need a higher low pressure to squeeze more fuel through the relatively small high pressure pump inlet so it can supply a higher volume on the output. Click here to enlarge
    Burger Motorsports
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  4. #479
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    I'd address the regulator next imho
    Click here to enlarge

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    Click here to enlarge Originally Posted by JoshBoody Click here to enlarge
    Terry, you are hung up on pressure but it doesn't matter. Pump is regulated to a certain pressure... this isn't the same as raising pressure to increase flow per a set restriction. V8bait, you an engineer... what you say?
    I say I'm hungry. Oh, fuel pressure? Well, firstly I'm a chemical and biological engineer but also good with computer science and took a few ME classes when I was undecided. I was in your boat about pressure not mattering for a positive displacement pump like the hpfp, but apparently bmw put some restrictions in and stuff. What matters is filling the inlet to the pump. Vargus lpfp setup kinda changed my opinion on the matter, so now I try to just watch. Lol

  6. #481
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    What I do know about hpfp systems is that assuming you fill the pump, output is dependent on bore size and rpm. But this system isn't as easy as the diesel pumps I saw when I was still working in a shop. Terry posted a diagram once, and at that point I kinda gave up theorizing as asides from just testing random variables I couldn't figure much out there.

    What I do know is that flow has not become restricted by the lines yet, even when overwhelming the factory regulator. But, an overwhelmed regulator sounds like something to upgrade.

  7. #482
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    Click here to enlarge Originally Posted by dzenno@ProTUNING Freaks Click here to enlarge
    I'd address the regulator next imho
    I have all the stuff here to do it. Will probably screw with it after Shift Sector.
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  8. #483
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    Click here to enlarge Originally Posted by Terry@BMS Click here to enlarge
    lol I'm not going to pull a 'BuraQ'.
    Speaking of stuff in your sig, Terry could I get more info on the N54 Stock Turbos WHP WR (456)??? Specifically what it stock baselined at (to determine the delta) & on what kinda dyno (not that it really matter, but just to avoid forum BS).
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  9. #484
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    Click here to enlarge Originally Posted by benzy89 Click here to enlarge
    Speaking of stuff in your sig, Terry could I get more info on the N54 Stock Turbos WHP WR (456)??? Specifically what it stock baselined at (to determine the delta) & on what kinda dyno (not that it really matter, but just to avoid forum BS).
    Sure, same dynojet we always use @ specialty Z. 100% unmodified N54s on pump normally put down 275-280rw there. Once you get involved with heavy mods, a back end flash, JB4, etc, there really is no baseline. It can be whatever you want it to be.

    This wasn't the "record" run but was done on our E92 without meth and with heavy rims/18mm spacers. So it's sort of more impressive. Has some charts and data for you too. http://www.n54tech.com/forums/showthread.php?t=18578
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  10. #485
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    Click here to enlarge Originally Posted by ATP Click here to enlarge
    @Sticky can certainly ban Sikh from this thread.
    @VargasTurboTech can do it himself if he likes.

  11. #486
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    Click here to enlarge Originally Posted by Sticky Click here to enlarge
    @VargasTurboTech can do it himself if he likes.
    Hey Sticky, just to be clear. I can only ban them when I first start the thread right? Not at anytime after that if they start becoming a problem?

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    Click here to enlarge Originally Posted by VargasTurboTech Click here to enlarge
    Hey Sticky, just to be clear. I can only ban them when I first start the thread right? Not at anytime after that if they start becoming a problem?
    RETRACT, just realized you can do it anytime. Man I wish I knew that. Would have saved myself some headaches. Thanks sticky

  13. #488
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    Click here to enlarge Originally Posted by VargasTurboTech Click here to enlarge
    Hey Sticky, just to be clear. I can only ban them when I first start the thread right? Not at anytime after that if they start becoming a problem?
    You can do both.

    Should be under "thread tools"

  14. #489
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    Click here to enlarge Originally Posted by VargasTurboTech Click here to enlarge
    RETRACT, just realized you can do it anytime. Man I wish I knew that. Would have saved myself some headaches. Thanks sticky
    No problem, try to help vendor as much as possible keep their threads on track.

  15. #490
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    Click here to enlarge Originally Posted by Terry@BMS Click here to enlarge
    I run load at 110 because that is the only way to get the DME to give proper post shift timing consistently with automatics. It's a bit of a headache at times but Cobb added a 3d fuel scaling table awhile ago that made it a lot cleaner. I'd love for them to expose all the timing tables which would allow us to do up the back end flash differently. Some day. But we can't have cars running slower than they should be until then. So we do the best we can with the tools we have and keep our eyes open for areas to improve.

    As I said before if D wants to believe whatever he is doing is the best way more power to him. No reason to bicker over it. Normally these types of scores are settled at the track or runway anyway. Click here to enlarge
    That timing flatline is a real $#@! whore fwiw. Only way for the car to run even close to its potential on a 6AT is to stack.

    Flash only is the best way to do things... only if all the tables are available. Unfortunately they are not which is why we stack instead of dealing with utter nonsense trying to workaround DME limitations.

    Like you said, maybe someday. Click here to enlarge

  16. #491
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    Click here to enlarge Originally Posted by themyst Click here to enlarge
    That timing flatline is a real $#@! whore fwiw. Only way for the car to run even close to its potential on a 6AT is to stack.
    What is this timing flatline you speak of?? Click here to enlarge I haven't had the issue since the Alpina flash & revised PROtunes
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  17. #492
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    Do want! Pls make this work for the RHD!!!

  18. #493
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    1 out of 1 members liked this post. Yes Reputation No
    Click here to enlarge Originally Posted by benzy89 Click here to enlarge
    What is this timing flatline you speak of?? Click here to enlarge I haven't had the issue since the Alpina flash & revised PROtunes
    Short shift 3-4 on an E85 tune around 6200 RPM, log, report back. The major correction on the 3-4 shift still isn't fixed. It's only fixed for 5th and 6th gear which was a completely different issue. If it were a 3 degree correction on those cylinders all the time post-shift, that's something all of us can live with, problem is that isn't the case.

    Either way, getting a transmission flash to work around a tuning issue that can't be fixed otherwise is no better than stacking a piggyback for boost control.

    To this date, I still can't figure out why people are harping on keeping everything in the DME, especially when these tuners are simply trying to find ways around those limitations akin to a piggyback. Try running race code on a 6AT with RBs/VTT stg2/etc. and see what happens.

    Like I said earlier, give me all the tables, and I'll be the first to praise flash tuning. Until then it's an unnecessary donkey race fighting against the DME logic, the same logic the tuners are praising.

    You can run a 190 load straight across and then stack a piggyback, but won't save your transmission any more so than running a 100 load straight across.

    Besides, the transmission can perceive torque independent of the DME and make adjustments, hence why transmission adaptations are present in INPA. The same reason why the Alpina flash works in regards to fixing your issue, at least in 5th.

    Of course, if you have a 6MT and don't have NLS/2-step, Cobb may be the best solution.

    -edit I was responding to a good number of you, too lazy to quote everyone.

  19. #494
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    @themyst, what data do you have correlating load vs what the transmission is doing (e.g. line pressure)? I would love to see some hard data proving one or the other. All we know at the moment is that by flashing the TCU the 5th gear flatline issue is fixed given the data gathered.
    Click here to enlarge

  20. #495
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    The transmission doesn't use load. It uses torque. And with the right tools you can log everything going on inside it including line pressure, temperature, torque, etc, via the OBDII port. Click here to enlarge
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  21. #496
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    Click here to enlarge Originally Posted by dzenno@ProTUNING Freaks Click here to enlarge
    themyst , what data do you have correlating load vs what the transmission is doing (e.g. line pressure)? I would love to see some hard data proving one or the other. All we know at the moment is that by flashing the TCU the 5th gear flatline issue is fixed given the data gathered.
    He's looking for 3rd -> 4th gear timing data. He agrees that the Alpina flash fixed the 5th & 6th gear flatline.

    I'll try to get some data since I have my E85 tune on now.
    COBB AP ProTune by Bren of ///Bren Tuning
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  22. #497
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    @Terry@BMS Any chance you could share a log showing rpm boost timing and 6AT line pressure before/after your changes?
    Click here to enlarge

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    Click here to enlarge Originally Posted by benzy89 Click here to enlarge
    He's looking for 3rd -> 4th gear timing data. He agrees that the Alpina flash fixed the 5th & 6th gear flatline.

    I'll try to get some data since I have my E85 tune on now.
    Understood. I was asking for clarification on 100 vs 190 load being the same when it came to what the TCU/transmission was doing. Not saying it isn't true, just looking for data showing it
    Click here to enlarge

  24. #499
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    Click here to enlarge Originally Posted by dzenno@ProTUNING Freaks Click here to enlarge
    @Terry@BMS Any chance you could share a log showing rpm boost timing and 6AT line pressure before/after your changes?
    Not at this time. Maybe some day. Click here to enlarge But the log would have for example rpm, gear, pedal input, line pressure, fluid temperature, torque target, actual torque, torque converter lockup status, etc. The trans module does not monitor timing or boost.
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  25. #500
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    Click here to enlarge Originally Posted by dzenno@ProTUNING Freaks Click here to enlarge
    Understood. I was asking for clarification on 100 vs 190 load being the same when it came to what the TCU/transmission was doing. Not saying it isn't true, just looking for data showing it
    It's definitely not. The 100 load has a much lower torque than 190 so the trans shifts with a lower line pressure. Unless you account for that specifically in your tuning.
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