Originally Posted by
metroplex
It's not my first rodeo, so I already got the injectors squared away. I haven't tried E30 yet as I am going to see how much timing I can squeeze from 87 octane.
I'm seeing more than 406 ft-lb actual torque, but I'm seeing the DESIRED torque pegged at 406 ft-lb. Some might log ETC Desired, but Desired Brake Torque is usually the same value. I don't think you were logging this in your files. My calculated horsepower is about 422 hp max (I made a formula for this in VCM). I know this is lower than what it should be, because the throttle plate is closing as soon as my actual torque exceeds the paltry 406 ft-lb desired torque. Scheduled torque is well above 500 ft-lb and I believe that is the lookup torque value using the torque tables. On my SHO, my desired brake torque always matched the driver demand values and the throttle plate would only close during shifts or 1st gear launches.
As for inverse, I believe these need to be re-scaled using the same logic (if true) because notice none of the lower cells are near 2.5 airload, if we actually have to mess with the torque tables at all. They are around 2.1-2.2 at higher RPMs on the 500+ ft-lb rows. The reason I feel these tables don't have to be modified is because of the fact you are scaling the 2.5 row based on the sub-2.5 airload rows. The computer can do that just as easily since it is almost a linear relationship (slope). This is like the other tables that depend on ECT/CHT/whatever temps and the last rows are easily exceeded - the ECU doesn't just give up at that point, it continues to do its calculations. But I'll re-scale them just to try it out. I can't seem to get the inverse calculator (built-in tool) to work, I must have missed the tutorial on it.