This is a Pruven client who had previously been tuned on a SAFC II by another tri-state dsm shop red line is how he rolled in

Blue line is my custom Pruven version Dyno Flash - a bit leaner than the usual tune i do per Pruven specs b/c this guy has the Pruven fmic which allows us to go leaner

fmic
cams - 272
3" exhuast
HKS EVC V EBC
HKS intake
initercooler pipe kit

This is a 93 octane tune

 

I notice in many dyno graphs that A/F ratios typically descend from stoich. (or higher!) in the lower RPM's to a richer, flatter mixture curve in the back half of the range.

Why is that? What makes it safer to run closer to stoich. (or leaner?) at lower RPM's?

 

are you going to post every customer's dyno graph?

 

I think he is just trying to show the differences in power between a re-flash and SAFC II with the same mods

 

Because you are not making boost at lower RPM's so best to run 14.4 or so.

 

Would you like me too? Or should I just post selected ones with various levels of modifications? I was thinking to post any ones which stand out for one reason or the other. I log more dyno time on evos than any one in the US and think its a good idea to share the data with this board. It helps me advertise and it helps the readers see whats going on with various modifications.

 

Just simply awesome AL! I hope to see you in CO. soon when I get a list going.

 

Lay off, Al is posting what half the other tuners won't... Al needs a good kick in the ***, but not on this subject.

 

Great scotts! Nice comparison.

what I am seeing is how poorly tuned the afc was when he rolled in. The afc tuned correctly will produce the same a/f line as any reflash can. Only difference is you can readjust it on your next mod. A reflashed ecu has to go back to the expensive dyno.

 

nice numbers

 

Mmmmm, no. No where near the resolution...

 

but dont forget timing is also controlled by the re-flash

 

A properly tuned safc will attenuate the MAF signal by up to 18 - 20 % on a car with these mods - whcih results in making the ecu think there is a significantly lighter load on the car and causes the ecu to run in a much higher ign timing table - - this results in serious knock activity and detonation which yeilds a bummpy, rough powerband

Being able to alter the fuel and leave the timing a load refernce at the same point is an invaluable tool

Also - we can adjust full boost part gas situations which piggy backs have a very hard time dealing with