FATS test revision (poll/observations/ramblings/whatever)->
08-20-2004, 10:23 AM
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FATS test revision (poll/observations/ramblings/whatever)->
There has been a lot of recent changes in available hardware, software, and in the number of participants in the FATS test. I believe these call for a slight change in the test procedure. I believe the best "overall" test would be to start at 2500rpm, beginning the test at the moment the throttle is depressed, and taken to 7000rpm. Reasons:
1)The data will *include* the current FATS tests for historical comparisons.
2)The original test(Darin) was used to test the effects of changes to a K03 car. Hence the abbreviated rpm limit.
3)S4 turbo options are beginning to flourish, and the FATS test has *large* gaps in the data in conveys.
3a)No spoolup data is available. Meaningless to some, but not to most S4 owners.
3b)The 6500rpm limit is inappropriate given the crop of new turbines, compressors, heads, etc. It is time to use the whole rev range. Again, this does not detract from the original FATS data.
4)Due to the small sampling area, the FATS curves look linear. And hence are easily faked. This is a small and probably cynical point, but with the larger curve the data will be less easily faked.
Additionally I think people are getting lax about the heat soak issue. You should drive around until the IATS restabilize under cruising conditions, then run the next test. I think a FATS IC test would be beneficial, but that's a future post. ;-) Also please include the ambient pressure conditions(use the VAG to get them before the runs) and of course include the ambient temperatures.
1)The data will *include* the current FATS tests for historical comparisons.
2)The original test(Darin) was used to test the effects of changes to a K03 car. Hence the abbreviated rpm limit.
3)S4 turbo options are beginning to flourish, and the FATS test has *large* gaps in the data in conveys.
3a)No spoolup data is available. Meaningless to some, but not to most S4 owners.
3b)The 6500rpm limit is inappropriate given the crop of new turbines, compressors, heads, etc. It is time to use the whole rev range. Again, this does not detract from the original FATS data.
4)Due to the small sampling area, the FATS curves look linear. And hence are easily faked. This is a small and probably cynical point, but with the larger curve the data will be less easily faked.
Additionally I think people are getting lax about the heat soak issue. You should drive around until the IATS restabilize under cruising conditions, then run the next test. I think a FATS IC test would be beneficial, but that's a future post. ;-) Also please include the ambient pressure conditions(use the VAG to get them before the runs) and of course include the ambient temperatures.
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08-20-2004, 10:40 AM
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Block 003 is fine. The pressure can be found in the measured block of 115.
In the scope of the test, the small time it takes to actually stomp the pedal is minor and we'll just start recording from the time the g/s starts rising. If we want to be precise I'll make a spreadsheet that measures the rate of change in mph and when it is significantly >0 the time is recorded.
As for the analysis of spoolup etc, that'll have to wait until we see a significant portion of the tests on different hardware. I honestly couldn't care less what the boost looks like, but what the acceleration is doing. If Mike is moving 250g/s of 78%eff air and I'm moving 250g/s of 60%eff air->he's faster no matter what the boost curve says.
As for the analysis of spoolup etc, that'll have to wait until we see a significant portion of the tests on different hardware. I honestly couldn't care less what the boost looks like, but what the acceleration is doing. If Mike is moving 250g/s of 78%eff air and I'm moving 250g/s of 60%eff air->he's faster no matter what the boost curve says.