V4R Woolich tune

Alkhater said:

If it makes you happy, good for you but that’s not objective. One would hope that a platform such as this is about the sharing of knowledge and adding to all our experiences with these bikes. Posting a dyno chart of a tune that’s frankly lacking isn’t an example of that.

How did you determine that the addition of a sprint filter would magically fix the mid-range? Because it won’t. If I were to guess, that dip in the graph is due to the ETV settings.

Want to see a good utilisation of woolich? Check this otherwise stock SFV4

Sent from my iPhone using Tapatalk

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RacerDan said:

I ordered the Woolich for the V4 and was surprised to see one O2 sensor. Contacted Woolich, and has said to put the sensor 50-60mm in pipe after collector of all pipes. I asked but didn't get a direct answer, was if I could put the O2 sensor in the rear bank and map and then put it in the front bank and map.

The bike will be going on the dyno to map but was really hoping to do the front and rear banks separately.

Am I overthinking this? Anyone with experience have any insight on this?

Thanks.

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bp_SFV4 said:

The front and rear banks never join up.

Another user here @Steven31371 had asked Woolich the same thing. You can tune the banks individually or just tune one and apply it to both banks or even do per cylinder but probably not ideal only using one sensor. I'd think that many back to back runs heat soak becomes an issue.

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craig bush said:

It’s a shame we don’t have any tuners here who could lend some professional insight regarding the typical percentage of variation between cylinders, and the typical benefit from optimizing the tune.

I’m no expert but I own a big turbo supra running stand alone engine management, and have interacted with several tuners - I’ve never seen individual cylinder tuning based on wide band O2 monitoring, but I have seen it using individual egt’s. My understanding is that this might be beneficial for a race team, but is minimally beneficial for a street car.

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craig bush said:

It’s a shame we don’t have any tuners here who could lend some professional insight regarding the typical percentage of variation between cylinders, and the typical benefit from optimizing the tune.

I’m no expert but I own a big turbo supra running stand alone engine management, and have interacted with several tuners - I’ve never seen individual cylinder tuning based on wide band O2 monitoring, but I have seen it using individual egt’s. My understanding is that this might be beneficial for a race team, but is minimally beneficial for a street car.

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Steven31371 said:

I have a big turbo Porsche with a Motec system, we did tune per cylinder but that’s only because we are running so much power threw it and racing it in half mile races where I want back to back runs with complete repeatability and reliability.

At 1100 horsepower and 900 torque those small percentage variances can blow the engine or not.

But these bikes are set up well below their available volumetric efficiency capacity. The clutch will fail long before the engine does, so taking engine limits issues off the table the only consideration is performance improvements, and those will be very minimal gains doing cylinder per cylinder tuning.

If you have more time than most and/or a shop doing it on a dyno and you want that last 1.5% out of your bike then it might be worth doing, but then it’s just something you are doing for your own enjoyment and peace of mind not to be faster in a noticeable way.

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RacerDan said:

I'm not picky about the last couple horsepower. Just want it to run right, and do not want to throw a flash tune at it.

I reread my Woolich response, which by the way I am impressed by how quickly Woolich answers email, they didn't say no it can't be done, they say you could try that, moving O2 sensor between banks and mapping per bank. I ordered some extra bungs and will have them welded in and see what happens. Worse case I will have to do all the banks at once but i'm sure it will be better then the stock tune, then wait for Woolich to update the kit.

It might be minimal gain with individual cylinder tuning, but then the engine would be optimized as a whole. Your right, it might not make more power, but these things run so hot, getting each cylinder to run efficiently without a cylinder having to make up for another has to be better for it.

When you drag race the Supra do you freeze your fuel?

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craig bush said:

I think you’re right.

No, didn’t chill the fuel in the supra. Wasn’t at that level - just a street/strip car, not a dedicated race car. Bes 8.5 at 170.

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Steven31371 said:

That’s fast man, the fastest I’ve gone is 9.2 156 and trapped 194 in the half mile events…but that’s when the car was at 940 whp and 740 torque….not it’s 1100 whp and 850-900 torque depending on the tune, haven’t raced that yet but will soon. I think at the next airstrip event I’ll break the world record for the fastest Porsche Convertible…we think it will trap 203-205 mph now.

Mostly I just play around with 60 to 130 draggy pulls.

Those supras are badass, mostly the GTR’s and UnderGround Racing Lambo’s that are dominating the airstrip events these days

We were running meth as a piggy back fueling system, the 991 era Porsches run out of fuel capacity.

But now we pulled the meth system out completely and put a second set of fuel injections and a piggy back fueling system and will run E85 without meth

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craig bush said:

156 and 194 is a solid 900 whp car. I’ve been 199 in the 1/2, traction control active at 150 mph (1400 whp through the 8685).

Yeah, the supra was king until the gtr’s and twin turbo lambos took over circa 2010. Tommy Bahn held the record at the Texas mile in his supra (~250 mph) until like 2010, and SW held the world record 1/4 mile pass for ANY three pedal manual car until like a couple years ago (7.91 at ~185).

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Steven31371 said:

We’re you rowing through gear and pedaling on those passes?

I did a project with a guy named Gary Scelzi up near Fresno once, drove the Porsche up in its previous iteration, took Gary for a ride to do a couple of pulls with the top down, my clients usually get a kick out of it.

Gary looked like he was gunna yawn, turns out he was the world record top fuel funny car driver for awhile there, multiple World Championships….this cars are doing 3 second passes with 300 mph trap speeds lol 0 to 60 in like an 8th of a second or something like that….his brain was calibrated to those speeds so my car, that usually blows peoples minds was like “meh” to him lol

Always somebody faster somewhere

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craig bush said:

For sure.

Yeah, the supra doesn’t put power to ground as efficiently as more modern rwd platforms (like the 5th gen viper), so you’re generally on your toes with anything over 1200 whp or so, even with traction control.

I remember Scelzi from watching Too Fuel. After a career of accelerating at 5 G’s, I bet 1000 hp street car doesn’t seem that fast. lol

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craig bush said:

For sure.

Yeah, the supra doesn’t put power to ground as efficiently as more modern rwd platforms (like the 5th gen viper), so you’re generally on your toes with anything over 1200 whp or so, even with traction control.

I remember Scelzi from watching Too Fuel. After a career of accelerating at 5 G’s, I bet 1000 hp street car doesn’t seem that fast. lol

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dmavbs said:

Hi,

Had to send my ECU to Woolich to have it unlocked as my 2018 couldn’t be read by the software at my local tuner. Came back and had the tuner put his secret sauce into it!

From 192HP at the wheel (on a very conservative dyno) went to a 206 HP at the wheel. I did changed the chain to a 520 setup from before so I gain a couple of HP there as well. The combustion is much cleaner too, it had yellow/red flames before and now is blue/purple. The temp also went down with 3 degrees (the tuner mentioned).

FM Project Exhaust
SF Sprint filter
520 sprocket & chain set up

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