Couldn't find anything on the forum search, sorry if this has been covered.
Anyway they 2zz seems to run exactly the same as the 1zz on 95 octane fuel. The lift comes in and sounds as it should but that aside the cars were performing exactly the same.
Sound about right?
Not sure I quite follow you?
If the 2ZZ goes into lift, then it cannot be 'exactly the same as the 1zz'.
Both engines should run fine on 95 octane fuel, though the purist in me prevents me from fuelling the 2ZZ with 95 octane fuel: It's a high performance NA engine and designed for the Japanese market where 98 RON is standard. IMO it needs 98 RON. But if you choose to put 95 octane in it, it will just run a little down on power and with retarded ignition to prevent pre-detonation.
Have you had a 1zz and a 2 zz side by side and tried this?
Both side by side yesterday, several tests. I know the 1zz makes no difference with premium fuel but the 2zz ran identically to the 1zz in terms of pulling. Obviously we were shifting up at the same points or as close as we could. As I said the 2zz still went into lift when the revs were right but just didn't pull any differently. Premium fuel back in today and the difference is as you would expect.
You'd have to make sure all other factors were equal. Tyres, wheels, total weight, does the 2zz have a decent exhaust/manifold setup?
As has been said on here, the 2zz rarely runs 190 ish if it's not optimised.
I reckon you can probably get a 2zz damn near the performance of a good 1zz if a heavier-set person drives it with a shoddy manifold and say, wider and softer tyres.
It's only a 50hp difference on a good day with max potential setup. Badly set up, call it 30hp.
Dunno, just my thought.
Well funny you should say that. All sorts of tests. Fuel was defy an issue but as it turns out it seems the 2zz is restricted on the exhaust. The 1zz is decatted with a stainless manifold and standard air filter. The 2zz has a better located cone filter, stainless manifold but a stock pfl exhaust and cat - can't be good!
The stock exhaust costs 6bhp on the 1zz, so it won't do aa 2zz any favours. Exhaust manifold is very critical on 2zz as well. Most aftermarket ones rob the engine of power. It looks like the only ones that work are the PPE or adapted Celica manifolds.
Quote from: "JoeCool"It's a high performance NA engine and designed for the Japanese market where 98 RON is standard. IMO it needs 98 RON. But if you choose to put 95 octane in it, it will just run a little down on power and with retarded ignition to prevent pre-detonation.
You are wasting your money.
I assume you are using a Celica T-Sport/190 ECU? In which case, they are mapped for 95 RON UK fuel. The ECU will not pull timing on 95 RON fuel. A 2ZZ is never going to generate the in cylinder temperatures that require a better fuel with a higher knock threshold than 95 RON unless you use forced induction.
Also, not sure what pre-detonation is? I know of pre-ignition and detonation. Both are different things by the way.
It's very hard to judge without seeing the cars and the results in real time like you have done.
But one thing that springs to mind that no has has directly said, Is how were the cars driven?
The 2zz is a funny engine in the way it needs to be driven, in comparison to the 1zz. If you don't have the car in lift and keep it in lift through the gear changes then it isn't being driven properly.
Also, what gearbox is fitted to the 2zz?
I'd be really interested to see how they compare actually. And once my car is running again I am hoping to catch up with Dasilver who has a k-swapped roadster
Quote from: "Alex Knight"Quote from: "JoeCool"It's a high performance NA engine and designed for the Japanese market where 98 RON is standard. IMO it needs 98 RON. But if you choose to put 95 octane in it, it will just run a little down on power and with retarded ignition to prevent pre-detonation.
You are wasting your money.
I assume you are using a Celica T-Sport/190 ECU? In which case, they are mapped for 95 RON UK fuel. The ECU will not pull timing on 95 RON fuel. A 2ZZ is never going to generate the in cylinder temperatures that require a better fuel with a higher knock threshold than 95 RON unless you use forced induction.
Also, not sure what pre-detonation is? I know of pre-ignition and detonation. Both are different things by the way.
I meant detonation.
And I honestly don't believe I am wasting my money. My fun cars do very limited milage and get driven hard. An extra couple of quid on a tank of fuel is the same in my mind as buying better oil. The additive packages in v-power/optimal do make a difference. I've had engines self cure little running faults with a couple of tanks of premium fuel irrespective of octane rating.
Interesting re the mapping though. Sure I read they were optimised for higher octane fuel but I suppose that could have been regarding Japanese spec cars.
Won't stop me running premium fuel though. It's not a waste if I feel the value from it.
What exhaust manifold does the 2zz have? If it is Che, I bet that kills it, and along with not revving the hell out of the 2zz I would not be surprised if the 1zz/2zz are very close at lower rpm.
If I was trying to make this comparison I would start in 2nd at about 5k rpm... my brother and I did a few rolling runs in my 2zz MR2 and his S2000, and they were basically neck and neck from 40-70mph. We haven't had them side by side for a "more expansive" test, but I am certain the 1zz would have been nowhere near the S2k, whereas the 2zz will at least be able to stay in touch.
Having had a very short drive of a 2zz, it would rape a 1zz from about 20mph onwards. (if revving to limiter on both).
The 2zz has a 6 speeder in, I'm guessing from the Corolla 190 but would have to check. Likewise with the ECU. The 1zz has the standard fit 5 job.
jonty - I ran an S2000 for a while including a trip to the ring so I know it pretty well, I'd agree with you with the above.
The diferrences in gearboxes will make a difference, in so far as different shifting points, I've more experience driving my 1zz whereas my brother is new to the MR2. This only really gives me an advantage in the corners for now as he's a decent driver and knows when to shift.
I know the exhaust needs improvement, the manifold may be up to the task but will need to investigate. It's a stainless setup but not a cheapy eBay one like I've got in mine.
The 2zz is LeeH 's old build.
Manifold was a cheap eBay one when I built it. It also has a jdm ecu so might respond better to higher octane fuel. Gearbox is the corolla t sport one.
I actually got a S2000 straight after it and in my mind there is no comparison on performance. Can feel vtec doing something where lift is just mainly noise from my experience.
Thanks Lee, I was going to contact you to find out about the manifold. Hope you're enjoying the S2000 they're very special I just needed the money for other things.
Cheers
Been trying to sell the S2000 as I prefer my other Roadster but no takers so far, no hardship keeping it I guess.
Quote from: "Lee H"I actually got a S2000 straight after it and in my mind there is no comparison on performance. Can feel vtec doing something where lift is just mainly noise from my experience.
The 2zz in the corolla is certainly not just noise in lift. The increase in torque is noticeable - and you can really see it on the dyno too. It's not as manic as VTEC but it's certainly impressive.
I know you have a bit of a downer on the 2zz-ge, but there's no way 180+bhp in a car weighing less than a tonne should be slow. It's just ensuring that the engine is in fact performing to its potential with intake and exhaust...
I think this basically confirms what I thought, that the Che exhaust completely knackers the power of the 2zz.
I took a colleague out for a spin in my car and he actually asked if I had not been at full throttle before we got to lift.. so I think that says how much of a noticeable kick it should be!
Wilco, if you are going searching for performance I would suggest that you look at getting a chopped Celica manifold and a free flowing rear system.
We still need this often mentioned 2zz dyno day sorted...
Quote from: "jonty"I think this basically confirms what I thought, that the Che exhaust completely knackers the power of the 2zz.
I took a colleague out for a spin in my car and he actually asked if I had not been at full throttle before we got to lift.. so I think that says how much of a noticeable kick it should be!
Wilco, if you are going searching for performance I would suggest that you look at getting a chopped Celica manifold and a free flowing rear system.
We still need this often mentioned 2zz dyno day sorted...
Yes, all of this.
I've been driving my corolla T-sport around for 3 months so I know how the 2zz-ge performs. Actually they're not bad cars at all, they're certainly not slow but the handling amd balance just isn't there on a twisty Road. I clocked 16.1 seconds 1/4 mile on my first ever time drag racing, and there was another stock corolla T-sport that had made 16.0 dead when stock and was running 15.7's stripped of its interior. So that a decent benchmark to run the Mr2 against and check that it's a bit faster due to lower weight.
I'm going to be running an MWR manifold and stock exhaust initially just to get the car on the road, then look at better options without getting silly on cost or noise. So I'm well up for dyno'ing that configuration, knowing that my 2zz is healthy but may be restricted by the exhaust. I just hope it's not as restricted as the Che/eBay stainless manifolds seem to be!
Rolling Road Day!! s:D :D s:D
I'm tempted to set one up for Feb when my engine is in s:) :) s:)
Well, just got back from work to find the rear end of the 2zz, its now sporting a can from a Jaguar XKR (supercharged), the sound is incredible but not built back up yet. It's a work in progress at the moment as we're pretty sure the manifold and possibly cat will need changing. How do I get pictures on here, do I have to use a hosting site?
Hosting site = yes.
If you have a blog page or anything put it there and link to it.
Yes manifold and cat will be big restriction
Just been out in the MR2 with the xkr silencer sounds fantastic but no difference in power, Can a stock 1zz manifold really restrict the 2zz engine by 50hp seems hell of a lot to be add from adding a new manifold and removing the cat. I am disappointed with the car had a go in my brothers 1zz and felt it could do with a bit more power, so I purchased the 2zz presuming it would have the 190bhp, I haven't had it dyno yet but would expect the 2zz with the stock manifold to be only 5bhp more than the standard 1zz. Thinking there is another problem not confident that a manifold and cat removal can make another 50 hp. .
lee you mentioned when you did the conversion you said a waste of time were you also disappointed with the marginal power increase.
thanks
Willie
Yes the 2zz flows huge amounts of air when in lift so HAS to have a good manifold and exhaust system. It really does choke the car up I'm afraid
Very disappointed, was expecting something similar to our EP3 and it didn't deliver. Started trying to sell it two weeks after the swap.
I'd guesstimate it's making about 170bhp max. Was making 160bhp on the 1ZZ when I originally got the car.
I changed from a stock cat and exhaust to a custom system on my 2zz and it feels alot better in the higher revs. The 2zz can't compete with the k20, but if we get the dyno day done we'll hopefully be able to see how restrictive the cheaper manifolds are.
All depends on how many variations we can get on the day...
Might be worth bringing a stock 1zz as well as a baseline.
back to basics on this car - have the lift bolts been checked?!
Quote from: "jonty"back to basics on this car - have the lift bolts been checked?!
Fitted new ones when I built it.
OK mate, thought it was worth checking! Must be the exhaust as the only thing that is different to us guys who are happy with the performance.
t'll be interesting to see if the exhaust does get changed whether the rolling comparison works our differently, but best proof is in the whp off a rolling road. Early next year should be fun, I'll be part way through 6 months of paternity leave and probably needing a break from nappies and dodgy sleep patterns!
Well the celiac manifold is on its way, don't know if the jag can is staying or to be swapped with a powerflow. Looking at having a rolling road done on both cars, somewhere in Sheffield for £25 so I'm told. Will keep you posted.
Who's going to weld the celica manifold up?
£25! That's cheap. Cheapest I could find locally was £65.
Quote from: "Meeerrrk"Who's going to weld the celica manifold up?
mr2will is a dab hand with a welder.
Please get a before and after dyno of the 2zz, it would be really interesting to see!!
Quote from: "wilko59"Quote from: "Meeerrrk"Who's going to weld the celica manifold up?
mr2will is a dab hand with a welder.
Nice! Can't wait to see the results
Quote from: "jonty"Please get a before and after dyno of the 2zz, it would be really interesting to see!!
Absolutely, this would be the slam dunk we are all waiting to see - does the eBay manifold lose that much power from stock
Yep, that would be really helpful .
I have a celica manifold here ready for chopping and welding. Would be great to see some figures before going ahead with it.
Does anyone know how the Corolla and lotus exhaust manifolds differ from the celica and if anyone has considered those as an alternative?
2zz booked in for half one today, will be a couple of weeks before the new manifold is fitted due to working away. But I'll keep you all updated.
Quote from: "Meeerrrk"Does anyone know how the Corolla and lotus exhaust manifolds differ from the celica and if anyone has considered those as an alternative?
Pretty sure they are all the same, although not 100%.
this link shows the variations of 2zz manifold - no differences between models noted.
m http://www.ddperformanceresearch.com/ad ... _guide.pdf (http://www.ddperformanceresearch.com/admin/pdf_files/ZZ_Exhaust_Manifold_Identification_guide.pdf) m
Quote from: "Paul1087"Quote from: "Meeerrrk"Does anyone know how the Corolla and lotus exhaust manifolds differ from the celica and if anyone has considered those as an alternative?
Pretty sure they are all the same, although not 100%.
this link shows the variations of 2zz manifold - no differences between models noted.
m http://www.ddperformanceresearch.com/ad ... _guide.pdf (http://www.ddperformanceresearch.com/admin/pdf_files/ZZ_Exhaust_Manifold_Identification_guide.pdf) m
That's interesting, thanks.
I'm tempted to try it, to compare to my exhaust
Quote from: "wilko59"Dump booked in for half one today, will be a couple of weeks before the new manifold is fitted due to working away. But I'll keep you all updated.
Cool, looking forwards to seeing the results!
Ok, three runs this dinner time at Autotronix in Laughton S25 (says he can do a group of ten at £25 each by the way)- 165, 165, 166 bhp. Was told it was running a little bit rich which if corrected would see a slight increase to perhaps 170, but not going to look into this until the new exhaust setup is done. I was told most jap cars have a tendency to run slightly richer as a failsafe. Peak power was at 7281rpm. Incidentally peak torque was was around 6800rpm.
Will probably be a week or two due to work then we'll have it tested again along with my 1zz.
Ok, so corrected fuel ratio and your missing 20bhp. restriction my well do 10-15bhp. which is about 180bhp-190bhp. Which if im not mistaken is the normal power for a 2zz?
Correct Josh !
Quote from: "wilko59"Ok, three runs this dinner time at Autotronix in Laughton S25 (says he can do a group of ten at £25 each by the way)- 165, 165, 166 bhp. Was told it was running a little bit rich which if corrected would see a slight increase to perhaps 170, but not going to look into this until the new exhaust setup is done. I was told most jap cars have a tendency to run slightly richer as a failsafe. Peak power was at 7281rpm. Incidentally peak torque was was around 6800rpm.
Will probably be a week or two due to work then we'll have it tested again along with my 1zz.
That's actually very interesting thanks for posting. So Lee guessed it was making around 160bhp he was pretty much spot on!!
It's interesting your car makes its peak power at 7200, I don't know any facts but I would expect it to be higher, more toward 8000rpm which suggests it could be an airflow restriction because we are all told these engines flow insane amounts of air at high revs.
Can't wait to see the difference with a celica manifold!
Top work
Can you please post your dyno print out?
At work now but I'll have it on tomorrow dinner.
Not a bad guess (I was guessing 170bhp, 1ZZ I had was 160bhp).
Engine has a lot of miles on as well remember. I still stand buy no-one has made a genuine 190bhp on a stock ecu with a manifold that passes under the crossmember.
Thanks for posting Wilko! Interesting result.. You've basically got around half of the total benefit on offer, so it'll be interesting to see what you get with the Celica manifold!
Lee
160 bhp was very good from the 1zz what mods did you have
Thanks
MRWIll
Mwr managed 215 very high tuned Na 1zz
Quote from: "mr2will"Lee
160 bhp was very good from the 1zz what mods did you have
Thanks
MRWIll
Crower cams
Power FC
Updated manifold with decat
Blitz exhaust
Injen intake
Cost the guy a lot to get up and running but again didn't feel that quick either.
Quote from: "Meeerrrk"Can't wait to see the difference with a celica manifold!
I'm not convinced it's all about the manifold anyway, the standard downpipe/midpipe with the CAT in is horrific, especially on a facelift where the bend is ridged and looks like an elephant's trunk. It's a combination of both this and the manifold.
Quote from: "Escy"Quote from: "Meeerrrk"Can't wait to see the difference with a celica manifold!
I'm not convinced it's all about the manifold anyway, the standard downpipe/midpipe with the CAT in is horrific, especially on a facelift where the bend is ridged and looks like an elephant's trunk. It's a combination of both this and the manifold.
I can imagine the cat is restrictive, yes.
I didn't realise there is a difference on facelift cars though? Have you got any pic of comparisons?
Quote from: "Lee H"I still stand buy no-one has made a genuine 190bhp on a stock ecu with a manifold that passes under the crossmember.
(http://imageshack.com/a/img89/7484/bz7i.jpg)
My car with the cheap eBay manifold (Topspeed).
(http://i1383.photobucket.com/albums/ah286/wilko59/MR2%20Dyno%2021015_zps2pitvf0e.jpg)
Quote from: "Alex Knight"Quote from: "Lee H"I still stand buy no-one has made a genuine 190bhp on a stock ecu with a manifold that passes under the crossmember.
(http://imageshack.com/a/img89/7484/bz7i.jpg)
My car with the cheap eBay manifold (Topspeed).
129 at the wheels is nothing like 188 at the fly. Even the second graph shows more whp but only 166 at the fly.
Quote from: "Meeerrrk"Quote from: "Escy"Quote from: "Meeerrrk"Can't wait to see the difference with a celica manifold!
I'm not convinced it's all about the manifold anyway, the standard downpipe/midpipe with the CAT in is horrific, especially on a facelift where the bend is ridged and looks like an elephant's trunk. It's a combination of both this and the manifold.
I can imagine the cat is restrictive, yes.
I didn't realise there is a difference on facelift cars though? Have you got any pic of comparisons?
I can't find any photos of a facelift system as the bend is hidden by heat shields. The pre-facelift one is a normal bend, the facelift is a horrible looking ridged bend. If you go Celica manifold you loose that whole pipe and need to make up your own (typically using a free flowing sports cat). My point being that the benefits (which are big) aren't purely down to the manifold.
It's not just about gas flow, but inlet pulsing and exhaust scavenging. Running an engine effectively at high revs, the exhaust pulses have to be tuned to scavenge gases and generate / work with pulses in the inlet system to help drag and push gases into the cylinders. This means the exhaust and inlet systems are designed to work with the cam timings and durations. Unless an aftermarket manifold has been properly designed and dyno tuned, it simply won't be likely to run the full specified output, as this tuning is critical to engine performance.
Very interesting video, especially from about 5:20 onwards, talking compression and octane:
[youtube:2a94mram]6bkDKqoGSdU[/youtube:2a94mram]
Maybe I don't speak for everyone here, but I moved from a 1zz into a 2zz, transferring across my race exhaust onto a swap header, (not sure of brand but is one of the ones that can be used with a standard 1zz exhaust, not that anyone with a sane mind would use that awful POS but it has happened.) and the difference is huge for me. It has a decent induction system however the engine is otherwise standard.
I'm not sure if there could be some underlying issues with your engine or if your exhaust is in fact solid, rather than hollow, but a 2zz roadster should 100% be very noticably faster than a 1zz.
Oh and I forgot to add, as it's a JDM engine on a matching ECU I've used 98ron since I've owned it, and as far as I'm aware the previous owner did as well.
fwiw, I wouldn't run my TS-Compressor on 95 if I was planning any "spirited" driving.... s:roll: :roll: s:roll:
Firstly, on the rare occasions that I have put 95 in it (The manual / inside the filler cap state 98RON), it has immediately sounded and ran noticeably poorer.....!
Probably down to ECU adjustments of fuelling and timing? Putting "proper" fuel in results in a much more "comfortable" sounding and running engine! (I only use VPower in it 95% of the time)
(I don't think you can buy 98 octane normally anyway? Super Unleaded seems to be 97..?)
Anyway..I digress.. s:D :D s:D
The 2ZZ actually sounds "healthier" and drives MUCH better in "the zone" than it does at lower revs: I'm referring here to 5-8k RPM.
The downside of this is that the gearing for motorway cruising is far from optimal as it puts 70mph right in the "uncomfortable" zone..!
The 98 requirement is purely down to the unfinished job that TTE have done on the particular setup the Compressor has.
They're using the higher octane fuel to offset the possible (likely?) onset of detonation at higher revs: this is due to retaining the stock 2ZZ CR and fitting a Roots supercharger.....
...and NO Intercooler...! s:roll: :roll: s:roll:
Which explains the low boost application for the S/C (only around 6 PSI)...and the relatively modest increase in power over stock 2ZZ (215hp v 190hp).
But there IS a lot more torque lower down, as an upside!
If they'd done it "properly", and not just bolted some left-over kits onto a FL T-Sport Corolla, they could have got 245HP+ out of it easily, with relatively little hassle.
Basically, drop the CR to 9.5/1, fit a FMIC (or a W2A from the GT4), raise boost to 12+ PSI, and give the ECU a supercharger-specific map......? JD! s8) 8) s8)
They did similar with the MR2 Mk1 Supercharger, after all.....and so did I...! s:twisted: :twisted: s:twisted:
(Even though I'm tempted to "play" with the Corolla, I'm not even going there.... s:lol: :lol: s:lol: )
Higher-than-stock octane fuels really only have a benefit at high combustion chamber temps and high boosts on FI engines.
If you're running at top revs and with optimised timing, it will help prevent detonation occurring, but for normal day-to-day use, its pretty much money down the drain using 98 in a stock NA 1ZZ/2ZZ, I reckon? s:? :? s:?
Just my 2p-worth... s:D :D s:D
Meh, I'm still going to run V-power or whatever they call it this week.
My justification is:
1) I buy a tank of fuel or 2 a month for the car, so I don't miss a few quid.
2) I firmly.believe (placebo?) that the car runs nicer on it.
3) the additive packages are different. I've actually cured running faults on other N/A engines with few tanks of V-power. I had a 3.8 Shogun in Australia that had been run on 91 all its life, and it had a strange hot start issue. Ran 2 tanks of V power 98 through it, and the fault disappeared never to return.
4) it's a 100k engine that gets beaten on. It deserves good.oil and good fuel.
That's my 2penned worth, I really don't see it as a waste of money as it buys me some peace of mind!
That said, I don't believe 95 will harm anyones 2zz.
And yes they are way faster than a 1zz.
Yeh..2ZZ just seems to like V Power better than 95...
Mind you, VPower is 99....! s8) 8) s8)
Right, Celica manifold fitted and a "frankenstien" style exhaust fabricated. The power difference is now much more noticeable over the cheap manifold. When not in lift there isn't really much at all between the two cars. Now when in lift there is significantly more performance rather than just noise.
Best way to describe the sound of the exhaust is frenzied, beyond about 3k rpm it starts sounding like a fireblade.
Hopefully will be able to get both cars on the rolling road either Friday or Saturday so i'll post the printouts for comparison.
Sorry to necro an old thread. I recently had a 2zz swap.
With a Celica manifold, sports cat, and Proflow backbox, a K&N Cone filter mounted behind the battery with good airflow, and an Apexi PFC.
It made 180hp on the dyno. But the owner was quick to say that his dyno always read down on others in the area. So it's up there.
It feels fast enough, and not just in lift. Between 3 and 5k its significantly more powerful.
Happy
I'm starting to think you need to rethink who is doing your mapping
Quote from: "shnazzle"I'm starting to think you need to rethink who is doing your mapping
He said that he uses settings which he feels are more realistic, i.e more drag. He aknowledged that cars that were run on his dyno report figures lower than elsewhere. He feels that at completing places, they are inflating the figures to keep people happy, and he feels his dyno reads 8-10% lower.
What i took from that was, if i'd gone anywhere else it would probably be making more. Either way it's up there somewhere.
No not about that. More in relation to your other thread with fuel economy issues.
Dyno claims are pointless. Each dyno is different. The only dyno readings I can ever take seriously (regardless of the peak figure) are before and after graphs on the same day.
What's more worrying is that you had hesitation issues and now fuel economy issues.
If its over fueling across the board this isn't good either.
Quote from: "shnazzle"No not about that. More in relation to your other thread with fuel economy issues.
Dyno claims are pointless. Each dyno is different. The only dyno readings I can ever take seriously (regardless of the peak figure) are before and after graphs on the same day.
What's more worrying is that you had hesitation issues and now fuel economy issues.
If its over fueling across the board this isn't good either.
Ah ok i'm with you.
I did ask about over fuelling, and he said that it wasn;t running rich, and infact when it arrived was running lean. It's confusing when you're new to this s:roll: :roll: s:roll:
Quote from: "Huambo81a"Quote from: "shnazzle"No not about that. More in relation to your other thread with fuel economy issues.
Dyno claims are pointless. Each dyno is different. The only dyno readings I can ever take seriously (regardless of the peak figure) are before and after graphs on the same day.
What's more worrying is that you had hesitation issues and now fuel economy issues.
If its over fueling across the board this isn't good either.
Ah ok i'm with you.
I did ask about over fuelling, and he said that it wasn;t running rich, and infact when it arrived was running lean. It's confusing when you're new to this s:roll: :roll: s:roll:
Ask to see the dyno plot with AFR overlay.
You should be seeing a steady and consistent 12.5:1 AFR at WOT.
Quote from: "Alex Knight"Quote from: "Huambo81a"Quote from: "shnazzle"No not about that. More in relation to your other thread with fuel economy issues.
Dyno claims are pointless. Each dyno is different. The only dyno readings I can ever take seriously (regardless of the peak figure) are before and after graphs on the same day.
What's more worrying is that you had hesitation issues and now fuel economy issues.
If its over fueling across the board this isn't good either.
Ah ok i'm with you.
I did ask about over fuelling, and he said that it wasn;t running rich, and infact when it arrived was running lean. It's confusing when you're new to this s:roll: :roll: s:roll:
Ask to see the dyno plot with AFR overlay.
You should be seeing a steady and consistent 12.5:1 AFR at WOT.
Rgr, i'll get in contact when i can . . .
The guy who did the swap suggests popping into an MOT station and getting the CO checked, i'll do that too.
Quote from: "Huambo81a"The guy who did the swap suggests popping into an MOT station and getting the CO checked, i'll do that too.
This will only check how well the O2 sensor is performing, has nothing to do with mapping at WOT. Waste of time to be honest.
Quote from: "Alex Knight"Quote from: "Huambo81a"The guy who did the swap suggests popping into an MOT station and getting the CO checked, i'll do that too.
This will only check how well the O2 sensor is performing, has nothing to do with mapping at WOT. Waste of time to be honest.
I'll go and see the Tuner when i can. In the meantime i may as well change the plugs and clean the MAF? does that make sense?