No it does not - please bring your car to www.icsperformance.com on Thursday and I will give you the same offer for free before and after dyno testing and custom tune - you pay for the o2 housing and fab

Al

 

Sounds good, I'll be there Thurs AM. I'll be using the helix o2 housing already installed on my car.

 

hey man are u still do in mail in flashes at the canal street address???

i need to fedex my ecu to u today...

 

No problem - we have an in house welder / fabircator here so it will not require any out sourcing

See you Thursday

Al

 

hey man are u still do in mail in flashes at the canal street address???

i need to fedex my ecu to u today...

 

Yes my home office is right around the corner about 3/4 of a mile from ICS so this means that I am able to swing by and pick up ecus as they arrive every day

My receptionist is in the office every Monday - Friday 8 am to 5 pm to recieve shipments

I process 99% of mail in flashes the same day I recieve them

Al

 

Congrats Al....was a pleasure to watch you work on the blue STI and Black STI that I brought up from www.broadway-performance.com and was even more fun on the ride back...

best of luck with your new partnership @ ICS....

-Marc

 

Thanks to my Friends at Broadway Performance

 

Kouzman

We all need to understand what a "correction factor" is

Simply put it is way to equalize varying atmospheric conditions that exist in a dyno to come up with a constant level power number which remains unform - regardless of changes in for example air temps on the dyno which can have a huge impact on car's performance

The simple way to look at it is a way to make a dyno done on a super cold day match a dyno done on a hot humid day

As the air temp sensor which is a vital component of correction factor calculation as not operational on this previous dyno I was using the

In the case of the Dyno Dynamics dyno I was prevsiously using, I also used to correction factor to try and make the dyno read more like a dyno jet number which I found more useful to compare to other dynos

In the end, I felt that using a dyno that you have to adjust was less meaningful to me as a measure of power - despite its aide as a great tuning tool it left me somewhat disastified

My point is that a Dyno Jet number is not corrected, adjusted or changed - it is a Dyno jet number and not only is the dyno used as a tool to make power it also can be used to quantify power figures in a very meaningful anfd UNIFORM MANNER

Any customers of mine who question how their car will run on a dyno jet - I have extended the opportunity to anyone who has been tuned in the past year to come down for a free dyno pull - no charge and see what the car is doing and we can compare

BTW - The first car I tested yesterday was within 10 whp or so of the number I gave the customer from the DD when it was tuned there so it seems that we were not far off the mark

As I have said many times before, the dyno figures or numbers are of little or no significance to MYSELF. The main goal of a dyno is to measure gains and losses and if you keep the settings the same a dyno can be used to tune properly no matter how it reads.

However, my customers have been always asking me since I started using the DD what the numbers relate to compared to a Dyno Jet. This has not been ignored.

My opinion, based upon my years in this business is that most customers in the USA want a dyno jet number to compare - and that a dyno jet figure is the more useful value.

This thread has devolved into a pissing contest between myself and competing tuners who use DD dynos - really a waste of time in my book.

I am closing this subject - those who want to come down for a free dyno pull on the dyno jet in the next two weeks may do so and thus draw their own conclusions and opinions.

Other tuners are requested to stay out of my vendor forum.

Thanks