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Thanks for the info. Can you get a spreadsheet of the stats as well? Watching it on a screen is nice, but I need to be able to sit down and analyze what is going on. The Dash Command app that I used last weekend technically had a spreadsheet, but it was almost useless.
Yes, you can Drop the *.csv spreadsheet in excel and you can do all kinds of stuff with it. The most import thing is choosing what parameters you want to log and making sure the refresh rate is high enough to give you good data. For example a refresh rate of 1Hz (1.0 refresh per second) is pretty much fine for temperature but would suck for RPM, timing, Oil PSI, and things of that nature. At track days I go with 2.5Hz (1 sample per 0.4 seconds) because i provides good data and a trade-off for me and what I'm doing. If I were you I'd start with logging Timing, KR, Coolant Temp, Oil Temp, RPM, IAT & IAT2, A/F Ratio, plus OBD Speed.
Yes, you can Drop the *.csv spreadsheet in excel and you can do all kinds of stuff with it. The most import thing is choosing what parameters you want to log and making sure the refresh rate is high enough to give you good data. For example a refresh rate of 1Hz (1.0 refresh per second) is pretty much fine for temperature but would suck for RPM, timing, Oil PSI, and things of that nature. At track days I go with 2.5Hz (1 sample per 0.4 seconds) because i provides good data and a trade-off for me and what I'm doing. If I were you I'd start with logging Timing, KR, Coolant Temp, Oil Temp, RPM, IAT & IAT2, A/F Ratio, plus OBD Speed.
Dumb question, but what does the cylinder air mass represent on the left?
I'm not sure of the technical definition but one way to look at it is to assume this is how much air is being packed into the cylinders.....for example, while at idle your typical g/cyl airflow is typically in the 0.20-0.30 range and you can almost watch the linear progression of airflow/timing/RPM by drawing a downward sloped line in the table in the range of right around 25 degrees of timing from idle to redline and you would notice that as the RPM goes up so does the airflow and when a tuner modifies this table they are typically looking to have your timing better match increases in airflow at specific RPM's or in cases where GM played it too conservative to prevent knock.
I'm not sure of the technical definition but one way to look at it is to assume this is how much air is being packed into the cylinders.....for example, while at idle your typical g/cyl airflow is typically in the 0.20-0.30 range and you can almost watch the linear progression of airflow/timing/RPM by drawing a downward sloped line in the table in the range of right around 25 degrees of timing from idle to redline and you would notice that as the RPM goes up so does the airflow and when a tuner modifies this table they are typically looking to have your timing better match increases in airflow at specific RPM's or in cases where GM played it too conservative to prevent knock.
Makes sense, thanks!
This just reinforces my point that a dyno run can't duplicate what is happening at the track. There is no way this "airflow" can be the same in both scenarios. There is no question what these cars can do on a dyno, but why are almost all of us having the inconsistencies at the track (with stock tuning)? That's the million dollar question.
This just reinforces my point that a dyno run can't duplicate what is happening at the track. There is no way this "airflow" can be the same in both scenarios. There is no question what these cars can do on a dyno, but why are almost all of us having the inconsistencies at the track (with stock tuning)? That's the million dollar question.
well, you've inspired me to ask andy tomorrow to plug in his computer while I romp on my car and will see if there is anything awry , i will do the dyno as well just for giggles.
what I personally feel, in tandem with reading all these comments.
I think tommorow will see that as the car gains speed and the speed/amount of air going into the intake increases, something kicks in and progressively pulls back the timing or something. (im no expert, to me it just feels like the faster the car goes, the more the acceleration decreases, compared to stock intake) , when I say acceleration decreases , I mean compared to before the install the car isn't as lively going into 3rd and on.
The halltech made my 1st and 2nd gear much stronger, but 3rd gear and on weaker.
Im no tuner , so I only get the gist of of this conversation.
@1QUICKZ : what would you like me to ask/do tomorrow to verify/or check on this issue?
well, you've inspired me to ask andy tomorrow to plug in his computer while I romp on my car and will see if there is anything awry , i will do the dyno as well just for giggles.
what I personally feel, in tandem with reading all these comments.
I think tommorow will see that as the car gains speed and the speed/amount of air going into the intake increases, something kicks in and progressively pulls back the timing or something. (im no expert, to me it just feels like the faster the car goes, the more the acceleration decreases, compared to stock intake) , when I say acceleration decreases , I mean compared to before the install the car isn't as lively going into 3rd and on.
The halltech made my 1st and 2nd gear much stronger, but 3rd gear and on weaker.
Im no tuner , so I only get the gist of of this conversation.
@1QUICKZ : what would you like me to ask/do tomorrow to verify/or check on this issue?
Well, I'm honored that I inspired somebody. HA!
I just want what's best for all of us. This is the great part about this forum. We can all help one another. I'm far from an expert either, but I've owned enough high performance cars to know a little bit. Seeing what she is doing at the track has had me scratching my head. I have slowly tried to eliminate every little thing possible, but still can't figure out what she likes (or doesn't like)?
I guess I would just like to see a true data log (at WOT) on the street/track. These dyno pulls are great for bragging rights but not for what we are experiencing at the track (in real-world conditions). The tough part is that the only safe place to do this is at the track. I'm not going to ask anyone to go out and make a 130 mph pull on the street. Our track season is already over here in lovely WI. Our track (Rock Falls) closed a little early due to a complete repaving of the track surface.
Drop the *.csv spreadsheet in excel and you can do all kinds of stuff with it. The most import thing is choosing what parameters you want to log and making sure the refresh rate is high enough to give you good data. For example a refresh rate of 1Hz (1.0 refresh per second) is pretty much fine for temperature but would suck for RPM, timing, Oil PSI, and things of that nature. At track days I go with 2.5Hz (1 sample per 0.4 seconds) because i provides good data and a trade-off for me and what I'm doing. If I were you I'd start with logging Timing, KR, Coolant Temp, Oil Temp, RPM, IAT & IAT2, A/F Ratio, plus OBD Speed. 
