Well I got bored at work so I started going through some of Dustin's (Bluelightning) logs and stacking them up in Virtual Dyno. All runs were done on the same road, and the ones on E45 were done within about a half hour of each other. Only changes I made input wise was I added my 150 lbs to the 3 logs where I was in the car. Most of these pulls start right around 4k as you can see. Don't pay attention to the log names, as the E runs were all on the same mixture.

The car: 2006 Cobalt SS LSJ-Turbo converted

Gen 3 2.0, has factory Gen 3 direct injected pistons
ZZP s252et turbo kit
Ported head w/ZZP S2 turbo cams
That covers the important stuff

These are the 2 runs that we actually got to throw on the dyno to compare accuracy, of course I am using the Dynojet setting for VD, but the Superflow seems to be pretty similar, and of course the Mustang Dyno will read a bit lower. Torque seems a little inflated on both of them in VD.

Red Line: 94 octane E10 pump gas, 23 PSI falling to 21, 11.8-12.0 AFR, 19* peak timing up top. This made 380whp/307tq on a Superflow Dyno for reference.

Gold Line: ~E45 mixture, 26 psi falling to 21, 11.6 AFR, 25* peak timing up top. This made 406whp/340tq on a MUSTANG Dyno, wasn't able to get back on the Superflow.



What is cool is seeing the difference in the runs between those 2, as we worked our way up to the final numbers.

Red Line: 94 octane E10 pump gas, 23 PSI falling to 21, 11.8-12.0 AFR, 19* peak timing up top.

Blue Line: ~E45 mixture, 23 PSI falling to 22 (didn't rev far enough to fall to 21), 11.8 AFR, 19* peak timing. Same fueling and timing as the 94 runs, just on E45 as a starting point before turning up.

Green Line: ~E45 mixture, 26 PSI falling to 23 (didn't rev far enough to fall to 21), 11.8 AFR, 19* peak timing. Again, same fueling and timing as the previous runs, just with more mid range boost.

Gold Line: ~E45 mixture, 26 PSI falling to 21, 11.6 AFR, 25* peak timing up top.



As you can see, hitting the boost harder moves peak hp and tq lower in the rpms since we didn't have enough wastegate spring to sustain any additional boost up top. Next year with that fixed we should be on track to some good power up top!

Another thing to note. This car on 94 octane picked up 18whp from slowly leaning it out from 11.5 to 12.0 AFR WHILE ON THE DYNO. Making progress every time an adjustment was made to fueling with no timing changes. It richened up a little on the dyno, so Dustin leaned it back out to what we ran on the street. On E45 however, there was less than a 3whp change from everything from 11.3 AFR up to 11.9 and anything in between. I have also experienced the same results with my car on E85, so I leave it on the safer side since no power is being left on the table.

This has been a fun little experiment while sitting at work bored, so I thought I'd share it. Is Virtual Dyno perfect? Definitely not. But when you keep the tests controlled and consistent it can be a great tool for making progress, and even better when you can hop on an actual dyno and confirm your results and progress. The Evo and Subaru guys swear by this program, and half of their "dyno" section consists of VD graphs, so take it as you will. This program has been a great way for us to get things dialed in on the street while I am 400 miles away, and helped us get the car on point quick when I was up there having fun with the E mixture shenanigans, as we weren't able to make any more power on the dyno than how we had it tuned on the street

Hopefully someone finds some interest in this. If anything at least it kept me busy on a slow day.

 

Pretty sweet results. I used the VD after hearing about it from you and its a really cool program.

Your results are great. Those curves increased identically after every revison too.

Good work !!

 

It's really cool to see the comparisons! Even the power increase when we went from pump gas to E45 and changed nothing else. It was a hell of a summer of playing around. Thanks a bunch for all the time and effort you put in with my car Taylor . But it's been a lot of fun at the same time.

 

It's definitely been fun with all the different fuels we tried, and also being able to come up there and hop in the car and push it a little more You have the best road for doing this type of testing too, its just so flat and straight. It helps make the testing really consistent.

Can't wait to see what next year brings with sustained boost up top!

 

I am curious as to the 60-100 pull times of this car on the various tunes.

 

I can take a look, but we all know LSJ's don't seem to do 60-100 near as well as LNF's. His 2nd gear goes to about 85mph and 3rd goes to 127mph so 60 is ******* it a bit lol.

 

3rd gear at 60 with the 4.10 LSJ trans is better than the LNFs 3.82 trans at 60 MPH.
The 4.45 trans is a beast though.

Werts car with the ZFR and 29 psi 93 octane E-10 (14* max timing up top), 4.45 trans 3rd gear from 60-100 best was 3.58 seconds.
Gunney07s S-256 at 29 psi on 93 octane E10 (14* peak timign up top) stock 3.82 trans best 60-100 using 3rd gear only was 3.82 seconds.

Both cars trap 122-123 MPH in normal air (not super cold) at around 1100ft altitude. Neither car can run even a little ethnaol blend above the E10 as they are both right at the injection time limit in the higher RPMs and rail pressure and injection angle are maxed out. Both need cams with big fuel lobe and Opel injectors. Damn DI LOL.

 

Nice stuff guys!

 

I understand that the LNF trans is longer, but they don't rev as high so they aim to make their power earlier on in the powerband. 60mph on Dustins car is about 3800 in 3rd, and we weren't starting these runs until about 4k as you see for most of them. He has a compressor surging issue if he goes WOT in the 3500 range (you can hear it in the bio video I made for him on the dyno) so he usually starts around 4k for the pulls. Another interesting thing is that we have a local LNF on E85 stock turbo that always logged pulls faster than my old TVS setup, so I wanted to race him to see if he could pull me. I'd have to look at my old computer to see what his 60-100's were, but I know mine were in the high 4's range. I ended up pulling him by about a car and a half from 40-135 or so. My car also trapped 119mph on that setup making just under 370whp at the time. So I always have had a really hard time comparing LNF to LSJ based on xx to xxx times alone after that.

Here is what I can tell you. Most of the runs we started so the boost came in right around 70mph and we pulled most of them to 120 or so, but the 2 short runs I posted above didn't go that far, and one only went to 107 mph at 6700 (first 26 psi pull above) so for comparison I'll show the 70-105mph times.

70-105 times corresponding to the lines in the graph I posted:

Red Line: 4.3 seconds with him in the car alone

Blue Line: 4.2 seconds with us both in the car

Green Line: 4.0 seconds with us both in the car

Gold Line: 3.6 seconds with us both in the car

That's about the best I've got for comparisons at certain speeds, so hopefully that is worth something to you!

 

3.6 is pretty damn quick. What does your car run on full kill mode 32psi E-85 and a lot of timing?

 

That's also going from 26psi falling to 22psi by 6800 rpm I may add on the 3.6 second pull. Need to tackle that issue in the spring so it holds boost all the way to redline.

 

Yeah it should hold longer. I know on all the LNFs with S-256s (I have not done a S-252 LNF) I have done they hold 29psi or more all the way out to 7400 but the wg solenoid on the LNFs can control the wg really well if you tune it correctly.

 

I meant to put 26psi not 27 lol. Forgot we didn't go to 27 till we were on the dyno. I'm going to start with more waste gate spring and hope that'll hold it a lot better.

 

Fastest stock turbo I tuned on E-85 was actually Forty's Sky on E-85 with cams. His car ran a best of 3.80 60-100 at 24psi max falling to 16 psi by 7400. The cams dropped boost 2 psi overall but knocked half a second off his 60-100 times. Car made 368 whp.

 

That will likely help just watch because you already have a surging issue at 3500 right now and the heavier spring could make it surge at higher RPMs so be careful.

 

Ya for sure. Im sure my ported head and cams are a contributing factor to my boost drop. I'd love to find a used 256et to help with both boost drop and surge. But don't want to break the bank to do so haha.

 

I'm hoping that wastegate spring helps out! Because that car really wants to flow more air on the top end, and I have no doubts we can make 450+whp on a dynojet if it will hold up top. And I want to have more fun playing around with it lol.

I just looked through some logs of my car Term. It's tough because the refresh rate on the LSJ PCM is a little slow so half the time the speed jumps up 3-6mph at a time. Most accurate one I could find was a 71-106mph pull on 29-30 lbs and 19* of timing up top. So pretty much the highest I have ran for more than just a pull or 2.

71-106mph was 2.7 seconds. Same tune I run for all boost levels. 11.3 AFR, 23* up top on 22 lbs scaling down to 19* up top on 30 lbs, and adjusted accordingly for everything in between. I have spent a lot of time dialing it in on all boost levels so I can just use one tune all the time and crank that in cabin boost controller to whatever I want lol

 

Need a 71 to 111 run then. Will it take more than 19* up top safely at 30psi?

 

It won't really take more than that up top comfortably. 15* on the hit ramping to 19* up top on 30 psi. I've played with spark dwell both ways and fueling as well, it will usually take 20* and then its hit or miss with .4* of KR up top, so I leave a little safety cushion in it since my car gets into some pretty long pulls when I race it (in Mexico ) sometimes. Dropping every couple lbs allows me to add another degree, so I have it setup with about a 1-1.5* safety cushion at every boost level.

Just looked at that same pull, I was still getting into full boost at 60, it was at about 22 lbs at 60 so full boost probably near 65-67mph (MAP reads to 22.5 is all) and 60-100 was 3.3 seconds.