New JB4 Stinger Dyno Results!

[Terry@BMS]

Just got back from another dyno session. Overall, very pleased with the results. Backed up on routine work so I'll keep this short and to the point.

Test setup is our 2018 Stinger GT w/ ~1300 miles on the clock. Mods are JB4 with fuel control wires, v4 firmware, prototype BMS intake (details to follow in another post), and prototype BMS BOV (basically, just a good looking noise maker -- no effect on power). Temps around 75F.

For starters I did a few runs on straight 91 RM2 octane. e.g. low grade fuel. I found that map2 actually worked pretty well with 91 octane, at least under these conditions, and was pleased to hit a best of 416whp.

Next I added in around 2 gallons of E85 to the 5 gallons of 91 I had in the tank. Getting to around an E30 mixture of 91 octane and E85. Best result here was produced on map3 at 434whp & 520wtq.

After that I went down the rabbit hole of various changes. Using some new logic I added to the JB4 recently I tried adding timing, taking away timing, various fuel profiles, various boost profiles, etc. The best result of my efforts wound up being 441whp and 518wtq using map5. But I did learn a few things about the platform in the process so it was all time well spent.

Some quick notes:

1) I've come up with revised fuel curve settings for the v4 firmware which I'll add to the JB4 setup post shortly.
2) The extra JB4 timing control logic didn't do much for us. Rather than release it now I'm going to keep it in our back pocket for larger turbo use, or when the need comes up.

3) It was interesting to note that map3 performed really well. I think I'd suggest most using E30 to run map3, while most running pump fuels to use map2. And we'll reserve map1 for the really bad fuel, stock spark plug, no fuel wires installed crowd.

4) I took a video of one of the random map3 runs above before I adjusted the air/fuel ratios. You can see the gauges I'm looking at though when tuning, and then after each run I chart the run in my phone to look for trends/problem areas.

 

[BlaydeX15]

Good to hear that Map2 works on 91. How well is 'pretty well' though? Like, you would have no concerns running that combo on a consistent basis?

Also: 441whp/518wtq... That's freaking crazy. That's basically 120hp over stock, yeah?
Edit: Didn't see there was a line for stock. It is.

 

[Terry@BMS]

"Pretty well" means, so far so good. If you using 91 octane and map2 I'd log it from time to time and review those or post them up so we can review for you, and ensure it works really well across all the various temperatures, elevations, etc, our customers run in. Worth noting even on map2 the fuel wires are suggested. The factory tuning is just so rich that much of what some interpret as knock or spark blow out, is simply a result of the too rich factory AFR.

 

[washguy]

As we used to say back in the old school days when running my blown gas drag boat "lean is mean"....had three complete motors and the end of the season the 55 gal trash barrel was filled with burnt pistons...it only took a small burn right at first ring land to do us in Dykes rings let it live thru the weekend...ah yes old school....BUT had a twin turbo 482 play boat that put out 32 pounds of boost using a nickel cooper intercooler pumping lake water thru it and VP race gas that never burn nothing...sorry for the hijack Wash
you know whats crazy? never had spark blow out...
the blown gasser just ate the plugs on a run

 

[Kamauxx]

So the last Dyno testing you did you got 391whp with fuel control wires and 93 octane.

This time with 91 octane and intakes you got 419?

Nearly 30 hp from the intakes or was there other changes made to map 2???

 

[STINGER]

Excellent improvement, can't wait for the latest firmware

 

[Terry@BMS]

So the last Dyno testing you did you got 391whp with fuel control wires and 93 octane.

This time with 91 octane and intakes you got 419?

Nearly 30 hp from the intakes or was there other changes made to map 2???

Main difference other than the BMS intake is revised fuel mapping and nearly 30 degree cooler weather.

 

[StingerT303]

In Denver (high elevation) it is difficult to find any fuel above 89 octane. Might be able to locate 91 occasionally but 93 doesn't even exist. How would this work with JB4?

 

[Terry@BMS]

In Denver (high elevation) it is difficult to find any fuel above 89 octane. Might be able to locate 91 occasionally but 93 doesn't even exist. How would this work with JB4?

The short answer is, we'll find out. I think you'll be OK on map2 but the JB4 logs will confirm.

Also on the Facebook page someone asked about knock and timing corrections on 91 octane. Overall I've been pretty impressed with how knock resistant the platform seems to be. When looking at logs timing corrections will show like this, a ~3 degree timing drop. Also keep in mind timing is mapped directly on boost pressure among many other things so if boost is moving, timing will also be moving, so just moving timing doesn't tell you there is a correction. Timing dropping ~3 degrees when boost is stable, likely is.

A ~3 degree timing correction here and there isn't a big deal. The modern ECU advances timing up to the knock threshold by design and manages it on a per cylinder basis. What you really want to watch out for is repeated timing drops, especially in the same gear. That tells you boost (and/or timing) are too high for the octane being used, and the ECU is having a hard time sorting it out. When you see that lower boost or increase octane.

 

[StungBlueGT2]

Just got back from another dyno session. Overall, very pleased with the results. Backed up on routine work so I'll keep this short and to the point.

Test setup is our 2018 Stinger GT w/ ~1300 miles on the clock. Mods are JB4 with fuel control wires, v4 firmware, prototype BMS intake (details to follow in another post), and prototype BMS BOV (basically, just a good looking noise maker -- no effect on power). Temps around 75F.

For starters I did a few runs on straight 91 RM2 octane. e.g. low grade fuel. I found that map2 actually worked pretty well with 91 octane, at least under these conditions, and was pleased to hit a best of 416whp.

Next I added in around 2 gallons of E85 to the 5 gallons of 91 I had in the tank. Getting to around an E30 mixture of 91 octane and E85. Best result here was produced on map3 at 434whp & 520wtq.

After that I went down the rabbit hole of various changes. Using some new logic I added to the JB4 recently I tried adding timing, taking away timing, various fuel profiles, various boost profiles, etc. The best result of my efforts wound up being 441whp and 518wtq using map5. But I did learn a few things about the platform in the process so it was all time well spent.

Some quick notes:

1) I've come up with revised fuel curve settings for the v4 firmware which I'll add to the JB4 setup post shortly.
2) The extra JB4 timing control logic didn't do much for us. Rather than release it now I'm going to keep it in our back pocket for larger turbo use, or when the need comes up.

3) It was interesting to note that map3 performed really well. I think I'd suggest most using E30 to run map3, while most running pump fuels to use map2. And we'll reserve map1 for the really bad fuel, stock spark plug, no fuel wires installed crowd.

4) I took a video of one of the random map3 runs above before I adjusted the air/fuel ratios. You can see the gauges I'm looking at though when tuning, and then after each run I chart the run in my phone to look for trends/problem areas.

Amazing Terry and love reading these updates!

15% driveline loss and you’re already up to 520HP & 610TQ! Curious how much more power DP and full catback exhaust would add if that’s basically just intakes.

Great job again and keep up the good work

 

[Jpstingergt]

Any idea when will this be available to purchase in California?

 

[Terry@BMS]

We use the SEMA testing lab for CARB approval and they are currently backed up on projects, including our EcoBoost and Q50 JB4 systems. The Stinger JB4 isn't even in their queue yet so it's going to be awhile. Worth noting to my knowledge ZERO tuning options are CARB approved currently.

 

[Terry@BMS]

Amazing Terry and love reading these updates!

15% driveline loss and you’re already up to 520HP & 610TQ! Curious how much more power DP and full catback exhaust would add if that’s basically just intakes.

Great job again and keep up the good work

It's a good question... Since we need to keep the car emissions legal we won't be touching the exhaust but as we get more customer dyno data we'll see if we can triangulate in on the potential gains from those changes.

 

[washguy]

Terry since engine arnt nothing more than a heat/air pump....more air goes in (less restriction) hp/ boost and the less restriction on exhaust more hp....so ive got all the exhaust noise I want in the vette...I want the stinger to be rather quiet....so the intake filters would give me a some hp/ boost on a conservative map? bout how much? thanks Wash

 

[Terry@BMS]

At around 17psi I think a good intake is worth 10-15whp.

 

[Jpstingergt]

We use the SEMA testing lab for CARB approval and they are currently backed up on projects, including our EcoBoost and Q50 JB4 systems. The Stinger JB4 isn't even in their queue yet so it's going to be awhile. Worth noting to my knowledge ZERO tuning options are CARB approved currently.

Thanks for the quick reply. So i guess i have to look into other options or find a used for sale. My main interest is you do tuning with e85

 

[Terry@BMS]

E85 is great stuff. 30% mix with the JB4 and fuel control does wonders.

 

[KLR STINGER]

When is the meth coming?

 

[Terry@BMS]

I just did the Stinger JB4 firmware support for the BMS WMI kits, and a customer rigged up a kit and shared some photos on the n54tech thread. Results coming soon.

 

[KLR STINGER]

Saw that, though I am more intrigued by the JB4 connect through android auto!