Suppose you tune each cylinder, what hardware would you need from tactrix? On the website it looks like you'ld need 4 LC-1 Wideband Oxygen Sensor / Controller kits but how would you connect all of that info together? a USB hub? does the ECU flash software allow that yet?

 

I dont think that ecuflash his capable of individual cylinder tuning if that's what you're asking.

 

HYou will need an EMS that trim individual cylinders. You would also need 4 WBO2 sensors that probably wont last long because they are before the turbo and will burn up quickly.

 

The best way i can see is getting a EGT probe for each Cylinder. that will give you a ballpark on which cylinder is firing hot or cold.

but why would you need to tune a certain cylinder?

 

to get the last drop of power out of the car.

right now you tune to the weakest cylinder as far as timing goes. if you can get timing to each cylinder as it needs it you can gain some power.
afr may be the same but with the lack of definition with relatively large differences in afr why bother.

there are some aftermarket knock boxes that will apply individual cylinder timing.
think that would be the best route.

 

Hey nothere, that's exactly what I'm talking about. I've also been trying to figure that out. I was thinking about the air flow and how its not equal with this intake setup(single throttle). Individual cylinder tuning would be more appropriate with an ITB setup. However, it still seems possible, now you've mentioned: "there are some aftermarket knock boxes that will apply individual cylinder timing.
think that would be the best route." ...how do I do that? I'm researching at the moment... never heard of knock boxes... maybe that's lingo? lol...still lookn

 

too hard basket, if you want more power just get a bigger turbo

 

Hm... is there a cheep way to do individual cylinder trims/timing/knock etc?... So far still seeing AEM EMS as the only way on this... but how could you do that with just one Wideband?...

 

I don't think fueling is the problem.

Individual cylinder timing is where the power gains would be at. So basically you would need to modify the ECU to be able to control each cylinders timing seperatley... which IMHO is too hard for the power gains...

 

http://www.jandssafeguard.com/

will adjust timing to individual problem cylinders. thus allowing you to raise timing on the others.

would seem to me to be the answer to a motor that did not already have the evo's knock control.

I guess it would be interesting to find out which cylinder was knocking or if they all join in the music. But as far as practicality, you'd really be wanting every last tiny bit of power out of your mill.
Timing is where small changes make big differences though. Whereas a pretty big swing in afr makes a small difference in power.

Aftermarket emc will allow you to play with individual cylinder afr, but not timing as far as I know.

 

Autronic SM4, MoTeC Mx00 (and others) will let you trim timing on a per-cylinder basis.

 

neat! my limited experience.

I really like the J&S piece, but never even looked for a price.

 

My thing is, why the heck does the IX run so DARN rich out of the box and there's NOTHING to fix it? It just doesn't seem like it shouldn't run like that, the flippn turbo lag won't be missed if it runs leaner... still will have a lower/slower boost response but would rather have the added mpg and top end power from a cleaner tune, that's all I'm looking for.

 

what do you mean there is nothing to fix it? its really only the top end that is rich

 

Actually its the A/F ratio that is of greatest concern.
When doing testing on a bone stock bottom end with individual EGT and WB outputs (1 year ago) We found a difference of over 1(+) in cylinder number three. This comparison was done with stock and hks cams, stock turbo and 3" TB. By using the AEM cylinder trim features we were able to dial all cylinders into a + or - of .2.
Power was up over 13 hp without timing increase. Just a thought.
Keep in mind MANY MANY things can effect the outcome of power as you already know. This is just one case that each cylinder should be treated as such, independently for maximum reliability and power output.