jumper mod...

 

Glad that people are putting the software to good use. It goes to show that no matter what software is used (EcuFlash, TechTom, EcuTek or whatever), it's the TUNER that makes the difference. Some people still don't get it, the software is only a TOOL; the operator of this tool is the one who has the know-how to work the magic tune.

Andy, those are great numbers...

Mike

 

Hey, EFI, the curves seem a little weird to me. It looks like you lost a LOT of spool, and then the torque is not smooth. It also seems strange to hit peak WHP at 5700-5800 then fall off from there. That curve is indicative of what I see on cars with alky or race gas with big boost, because we get a large torque kick, which pushes the WHP up to its peak at an earlier rpm, but then the boost falls off thus dropping the torque and HP.

You said you did 85 pulls figuring this stuff out. Was it intentional to have the curve shaped strangely like it is?

 

In terms of my spool I am running a large cam the Cosworth M2 which is 11.0 lift near 280 advertised duration.

From my understanding not many people have tried these yet as I was one of the first dealers to get some in stock. It may very well be overkill for the stock turbo.

Originally, this week I had planned to put in my Full-Race 50R turbo kit, and I had planned to use these cams with the bigger turbo, but the release of ECUflash, I thought people might be more interested in seeing a stock turbo'd car so they could relate more to it.

Also, not sure if you are familiar with mustang dyno's but the gear you dyno in has a lot of effect on the shape of the curve. Had I done this in 4th, which I have just to see what would have happened, my peak tq was at 3750 rpm coming on very strong from 3500 rpm... TQ was up to 305 and hp was down to 295 in 4th.

Personally, I prefer 3rd and do all my tuning in 3rd because the runs are shorter and there is less thermal stress on the engine. Tuning in 3rd also makes it so that when you are in 4th, 5th, and 6th gear in the real world the afr runs richer, protecting it during those high load situations.

I assure you that this is on pumpgas only zero additives. I am pushing some nasty boost at peak tq which falls to 18 psi at redline... So maybe that's why the curve looks that way.

In a sense the curve was meant to look like this because we were attempting to optimize it at every point. In lesser states of tune the graph both tq and whp were extremely smooth (in the 290 range), but doing a few little tricks here and there picked up more power on various points.

Normally, I tune stand alones with active cursors and live tuning, so figuring out which part of the map controlled which spot took a bit of time to figure out. Also the fact that I get some mean boost taper doesn't make it any easier. Plus I had rescaled my load points, making previous experience from Ecutek not 100% usable.

It took many runs to get the cam timing on the M2's down the way we wanted... Normally with HKS cams I know how I like to set them and that takes very little time to do. The hp increase on HKS from cam gears is immediate vs these cams which took fine tuning.

Thanks to Mynes Performance for sending me out the OpenECU cable which came to my doorstep in record time (2 days). I can't believe this stuff just came out last week, I've been looking at it so much its all I can really think about right now This is hands down the best $90 dollars I've spent in awhile!

 

I'm just so glad to see some real dyno numbers starting to show for the ECUFlash portion of the whole equation.. It will be interesting to see how some of the more modified cars handle a stock flashed ECU tuned this way.. Being able to use a blowthrough or speed density setup, along with a flashed ECU, should in reality yeild the same results as if one used a standalone, and thats what I'd like to start seeing.

 

That's also a bit troublesome for myself, would you share your thoughts on what load% equals approximately what boost level, or what method you utilized to estimate this?

 

malibujack, remember a while ago I said that I was trying to get the Pro-m set up to work on an evo, well I am sure that you were one of the first to get this to work on your car, unfortunately I am still unable to figure out the transfer function that is required to make the blow through meter behave like the stock one does. I am pretty sure that the calibration on your meter is centered towards a second gen eclipse... so I pose the question to you as such, by tuning with ecuflash and then using a pmas meter (either specifically curved to replicate a stock evo meter or using a 2g curve...) would this be a more tuner friendly way to mess with these cars.? also since you have been using the pro-m for a while now, maybe you can help me if you want in trying to figure out the transfer function.
thanks
w

 

See this thread. For simplicity's sake, it seems easiest to think of the load in KPa.

 

I read that minutes after it was posted, but the creators of the software have not backed it up, nor have they said it's not correct.

 

I used a 2G curve (which is almost identical to the Evo) but I bumped the 1000rpm idle MAF frequency to 43hz and the 5v high to right around 3000hz, Otherwise the rest of the setup works as designed.. Since you are the new guy to go to for the previous proflow products, if you can send me an adjustable version of the Karmann Converter (Maybe a Maftuner that has Karmann output, I can guarantee that version would sell) or one that isn't potted and the calibration docs, I can reproduce the calibration for you and get the settings back to you.. I was the other guy trying to purchase the assets of Best Products...

BTW we can continue this in PM's or E-mail, I think my Evo is the only one to have used this unit successfully for such a long period of time and I own the only two production units specifically for the Evo, I have some suggestions for you..

 

excellent... just so we are on the same page
I tried the 2g curve on a blow through set up integrated into a injen upper ic pipe... with a 30# curve my car would either be too rich up top or too lean or even vice versa... upon looking at the two sets STOCK air meter data from both a 2g and an evo.. they were different... (I don't know if my sample set of data was wrong or corrupted in some way for the evo)...
The biggest issue that I have with selling to people would be the adjustment pot on the karmen box itself.. I was trying to figure some way to actually lock that part out.. so that the "meter" itself would be specific the injector size desired by the customer.. then alll the tuning would be done with the tuner (little box with the LEDs and 4 pots)
anyway I will PM you about some other things because I do want to figure this out and it seems I cannot bring my knowledge of this set up that works on my vr4 and 1g ON to the evo, OR maybe I am just missing something completely
Anyway I will be in touch and thank you.

 

This is really off topic, But initially the best results was setting the pot to 43hz at 1000rpm, its still a little rich upstairs, but the MAF frequency overall at different data points was really close, your still getting roughly 2000hz at 21psi, etc..

 

Sorry about the off topic I will Pm you accordingly the intial question was directed towards compatibility with EcuFLASH.. back on topic

 

where do you usually set the gears for HKS set-ups? 264/272 or 272/272.

 

Thanks for the surprise visit today Mike. It was a pleasure to meet someone involved in making this great program.

I revised my tune from when I left the shop at Gruppe-S' Dyno, the results are a much cleaner tq and hp graph with a safer tuner while maintaining similar power.

Will post results tomorrow when I get to my scanner.

On HKS cams I typically set teh gears to -4 intake -1 exhaust. This setting picks up awesome gains!