And I love you jumping to conclusions all the time thinking you are the only one in the world that has done anything.

Now, why couldn't you have made that last post without the alpha male type first sentence? Would be much more constructive and more people might respect your opinions.

 

 

As far as the under-hppd tempratures is concerned!



DEI Products! havent installed everything that i want to install but i started...

covered the upper intercooler pipe almost from the point that the pipe goes into the engine bay, up to the throttle body.

also covered the turbo intake pipe...

check my whole new thread for more pictures...

https://www.evolutionm.net/forums/sh...d.php?t=271341

Al, give the guys a break!

i asked because i want to learn more. i am not willing to make a racegas map myself, i prefer to make the racegas tune with you since you have tuned the car and you know its needs.... However, some very nice points were made here from people who definitely know more than me...

Do you want to share a technical explanation on why the racegas on pumpgas tune doesn't work?

P.S. i will be contacting you REALLY soon for the racegas tune!

 

That heatshield looks pretty good.

I also thought dynoflash had dual maps or something in which all you had to do was add some race gas and turn up the boost?

 

yes but we never made the dual flash on my car. just a straight 93 flash! But soon this will change as i trac the car quite often!

 

Are you and TTP in bed together? LMAO.....your killing me.


My concrete data is from my years of tuning experience...tuning everything under the sun...not just the super easy to tune EVO.

Do you not understand that compensation factors are what need to be spot on to keep the AFR in check...no matter what the IAT is, Barometric pressure....or even ECT once it's found in the stock ECU.

These correction factors are whats going to keep your tune consistant from one day to the next, from the street and to the track.

ALSO, nobody is talking about launching...ect. Who cares about that stuff? It has nothing to do with what we are talking about.

If you had a working understanding on what race gas does....you would know that there was no need to test anything......it's obvious that just adding race gas on a pump gas tune would amount to no gain in power, sometimes even a loss in power. You have to TUNE for the race gas to make power...i already covered this AL......thanks for stating the obvious!!!

Have a great day........

CJ

 

Right on! Most of these so called tuners are hacks....and are making a quik buck off the general population, which doesnt know any better. He's a hack....who thinks e-tuning is safe and effective(to some with no choice, it has it's benefits....but most of them have access to a real tune).

I'm starting to resent this. Like Kyle Deiwert said....we should make a video of us real tuners and these hack jobs......us asking them questions about tuning, and their answers.....then post it up for all on EVOm to see. Since they are the ones that are so quike to question people that threaten their knowledge(which is very limited).

BACK ON TOPIC...



CJ

 

The reality of the internet is two fold

#1 - You CAN learn a LOT of great things in a medium like this - but you also have to filter through a lot of miss-information and erroneous opinions to get to the correct information

#2 - Anyone can chime in on the internet and say what ever they want. Words without results and data are simply hot air in my book.

Therefore, it is important to access WHOM is saying something, what is their background and what they have accomplished before you deicide how much weight to give their opinion.

For example, when someone like Corkey Bell or David Buschur or Harry from Precision Turbo speaks on these kind of subjects - I give thier words a lot of weight and consider what they are saying very carefully.


My advice, is consider whom is talking, then think about what they are saying very carefully in your own mind. Your own inner voice in the performance hobby will influence how you interpret the data out there and which ideas you choose to test.

Al

 

there are several compensation factors. Some we currently have control over with ECUFlash, and some we don't but are there.

There is a IAT temp factor, and barometric pressure factor and a ECT(Engine Coolant Temp) factor. We have control over everything i listed, except the ECT factor.

It's quite possible that your compensation factors are not perfect(the stock factors are far from perfect BTW). The key is to log, log and more logging. Once you get your compensation factors correct and perfect, you should not have a problem.

Also, it's important to note, that extreme high IATs do require a slightly richer mixture to help combat knock resulting from very high IATs. You set this up correctly in your compensation factors. We are talking going from 11.5:1 @ 100*f to no richer than 11.2:1 @ say 130*f. If you went too rich, you can actually cause more knock.....it's very complex and takes time and calculations to get correct.

Same thing goes for ECT fators. You also need to take into account barometric compensation factors. As baro climbs, your AFR's will go richer, as there is less oxygen in the air. Think of it as climbing altitude... If the barometric pressure was higher that day, your AFRs will be richer. You will need to have this compensation factor spot on, as there is no need to be richer as the barometer climbs, or be leaner as it falls.

Example:
As a pilot, we have to lean out the fuel in carborated reciprocated engines as we climb out(gain altitude). We do this using peak of lean(using EGTs for each cylinder) and cylinder head temps and prop RPMs. AS we continue to climb, we continue to lean the engine out. With newer engines with EFI, the engine still needs a leaner AFR as we climb, but the computer does the work for us. Calculating the lean using peak of lean EGTs and cylinder head temps, along with a couple other factors. Also if there is a high pressure altitude on the ground, we sometimes have to lean the mixture sitting on the ground to get best power for takeoff....

Anyway, hope this helps...


CJ

 

Nothing i said was a theory. These are facts grounded solidly in the science of internal combustion engines. These are not opinions.....they are FACTS.

Take them or leave them Al.....or anybody else.

CJ

 

1 - If you are implying a tuner should set the correction factors so that the car runs the same way in all conditions - e.g. the same a/f target in cold and very hot weather for example - I find this suggestion BAD ADVICE

99% of my customers are street driven cars which go to a drag track once in a blue moon

I set up the cars so that they run good in a normal operating condition

When extreme conditions occur the car gets richer for saftey

Back 4 years ago - I did hundreds of beta tests on the first cars I tuned to verify proper operation in a wide range of climatic conditions

2 - Pouring in race gas on a pump gas tune will have virtually zero effect on power production - UNLESS the car was prevsiously knocking in which case it adds power




Thanks

 

Alright guys, keep this on topic. I really don't want to see this thread turn into a bashing fest or marketing campaign. The person who started this thread needs help, so put your differences aside and try to help him.

If it goes offtopic again, I will have to close it for good.

 

Understood. I gave good information that was true and factual for the thread starter..... i helped him and now he understand what went wrong.

he should be able to take the information i gave him to correct the problem now.



CJ

 

That isn't what he is saying at all, he is talking about reducing the effect IAT compensation has on AFR's using knowledge and logs of the car in those different environments.

I still think putting a temp sensor by the TB would be the best way to do this, that way you can actually log the true temp charge right before it goes in the motor, not at the MAF, pre-intercooling. With this data, you can change compensation knowing exactly what your motor charge temps are in the environments the car is in that creates these huge swings in compensation via the stock tables.

I've logged and also seen first hand how much the stock compensation tables can richen the AFR, so this is all first hand knowledge, on the road, on the track (with turns) with temps ranging from 55f to 110f and on the dyno, this is not 'arm chair tuning'. I leave arm chair stuff to all the yuppies in Berkeley.

 

very true. Thats exactly what i'm saying.

This would be a good idea, to get a view of what the actual IAT's are post intercooler and just before the TB. This would allow you to gather all sorts of data.... including intercooler effeciency.

CJ