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Interpriting Elanscan
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Interpriting Elanscan
by TonyH » Mon 01.05.2006, 20:29
I have been playing around with ElanScan for a while now. It is an excellent program and is producing good results. But, I am not entirely sure what all the parameters are or indeed what the readings should be. Is there a summary around anywhere which gives an exlpanation of the parameters and a guide to what the expected readings should be ?
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by Monty » Wed 31.05.2006, 20:35
an exlpanation of the parameters and a guide to what the expected readings should be ?
would like to know what the readings should be too.
Trying to get use to the ElanScan and done a couple of runs (difficult to get a clear road thou
) can some one (ESM, John.W) take a look at these graphs to see if the performance is ok? + how accurate is the power reading? and i don`t seem to be hitting the 0.9 Boost with the everest chip 
This is with the stiffy fitted, standard exhaust, Everest, Dump Valve + induction kit.
ps the ES saves the graphs at 3mb
so had used photobucket but they resize them and i can`t seem to link to a bigger size -
Monty - Chunder King!
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by ailwyn » Wed 31.05.2006, 22:29
Monty,
If you export to Excel (and in my experience this does take a long time - it was an hour's worth of readings though) you will be able to look at the values as the graphs may not show the results as clearly as the hard figures.
IIRC mine reads around 0.75 bar with the Everest, put this down to back pressure caused by the poor exhaust flow.
Mind, wish I'd been running it the first time I put my foot down after fitting the chip, wastegate stuck.... now that was fun (for about a second)
Ailwyn
If you export to Excel (and in my experience this does take a long time - it was an hour's worth of readings though) you will be able to look at the values as the graphs may not show the results as clearly as the hard figures.
IIRC mine reads around 0.75 bar with the Everest, put this down to back pressure caused by the poor exhaust flow.
Mind, wish I'd been running it the first time I put my foot down after fitting the chip, wastegate stuck.... now that was fun (for about a second)
Ailwyn
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by ESM » Mon 05.06.2006, 20:25
Put rpm on the x-axis and power on the y-axis, I can't get head around the backwards graphs above. Then plot boost (y) vs rpm (y).
It takes 43 muscles to frown and 17 to smile, but it doesn't take any to sit on your arse with a blank look on your face.
Click on my WWW link for information on chips and ElanScan.
Click on my WWW link for information on chips and ElanScan.
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ESM - God
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by John_W » Mon 05.06.2006, 21:50
Monty,
I've just seen this thread. Sorry, but I'm not in a position at the mo' to do any data analysis. (We have at last tempted a builder in to perform alterations on our house, so I don't have access to my Mac - it's under several dust sheets - and I'm using a laptop through a crappy wireless link. Mess everywhere)
As Ailwyn says, dumping data to Excel allows you to dig a bit deeper into the results and crossplot various parameters a bit more easily. It also lets you filter out all the incidental garbage and just leave (for instance) only the 100% open throttle data to plot.
I usually use 30-70 full-throttle runs in 3rd gear on a FLAT road to allow nice plots of eg power vs RPM or speed vs time, and to see how the boost develops through the rev range, and can use these for comparison of different setups and cars. Again, you can use Excel to identify where your 100% throttle in 3rd run starts, and use only that part of the dataset. Perform several (say 6 or 7) accleration runs to ensure you allow for statistics/slight gradients a bit (easy to find a clear stretches of road to do this where I live, but I'm not sure about Manchester).
For any given 30-70 acceleration run, I've found it most useful to plot the speed vs time data as pointsets in Excel (rather than as a joined-up-dots continuous line graph), then use a simple linear regression to "best-fit" a straight line through them. (To do this, time=zero has to be the start of the 30 mph acceleration run, so you have to calculate this in Excel.) The gradient of this line is a measure of the rate of change of speed (ie acceleration), and the gradient of the line changes with different setups. eg a car with the Everest chip gives a steeper line gradient than standard car, because it accelerates faster.
Oh dear, I've just re-read that and I didn't explain it very well. It's a lot simpler than my explanation. Basically, if you bung the Elanscan output into Excel, you can play with it to compare different cars or before/after a new exhaust.
John
I've just seen this thread. Sorry, but I'm not in a position at the mo' to do any data analysis. (We have at last tempted a builder in to perform alterations on our house, so I don't have access to my Mac - it's under several dust sheets - and I'm using a laptop through a crappy wireless link. Mess everywhere)
As Ailwyn says, dumping data to Excel allows you to dig a bit deeper into the results and crossplot various parameters a bit more easily. It also lets you filter out all the incidental garbage and just leave (for instance) only the 100% open throttle data to plot.
I usually use 30-70 full-throttle runs in 3rd gear on a FLAT road to allow nice plots of eg power vs RPM or speed vs time, and to see how the boost develops through the rev range, and can use these for comparison of different setups and cars. Again, you can use Excel to identify where your 100% throttle in 3rd run starts, and use only that part of the dataset. Perform several (say 6 or 7) accleration runs to ensure you allow for statistics/slight gradients a bit (easy to find a clear stretches of road to do this where I live, but I'm not sure about Manchester).
For any given 30-70 acceleration run, I've found it most useful to plot the speed vs time data as pointsets in Excel (rather than as a joined-up-dots continuous line graph), then use a simple linear regression to "best-fit" a straight line through them. (To do this, time=zero has to be the start of the 30 mph acceleration run, so you have to calculate this in Excel.) The gradient of this line is a measure of the rate of change of speed (ie acceleration), and the gradient of the line changes with different setups. eg a car with the Everest chip gives a steeper line gradient than standard car, because it accelerates faster.
Oh dear, I've just re-read that and I didn't explain it very well. It's a lot simpler than my explanation. Basically, if you bung the Elanscan output into Excel, you can play with it to compare different cars or before/after a new exhaust.
John
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John_W - Heid-bummer
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by John_W » Sun 11.06.2006, 19:38
Monty,
Basically, you have to do some data manipulation in Excel.
The Mac is unearthed. Send me the ElanScan data you want me to have a look at (and an idea of what you want to know) and I'll get back to you.
My email is John at thewhams dot waitrose dot com (obviously using the @ symbol and . for dots and no spaces).
John
Basically, you have to do some data manipulation in Excel.
The Mac is unearthed. Send me the ElanScan data you want me to have a look at (and an idea of what you want to know) and I'll get back to you.
My email is John at thewhams dot waitrose dot com (obviously using the @ symbol and . for dots and no spaces).
John
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John_W - Heid-bummer
- Posts: 3780
- Joined: Mon 21.04.2003, 12:31
- Location: Aberdeen
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