Just remember to turn the Dolby Surround "off" in the burnout box or you won't know which direction to go when the Xmas tree turns green.

j/k,
shiv

 

A few. A local twin turbo Camaro. A stock engine'd Miata. At least two Civics? Pretty much every drag car I have calibrated has either run 10s or 11s. I don't believe any have used nitrous either. Again, this is not difficult. Tuning a car that runs race gas (making detonation all but impossible) and only needs to stay together under 10 seconds of max load (making thermal management a non-issue) doesn't pose half the challenge of tuning a street-driven car to make max possible power, with reliabilty and adaptabilty, on pump gas in any enviroment (driven to work daily or at Thunderhill during the summer, hot lapping for 30 minutes at a time.) I have yet to see any OE powertrain calibrator tune pre-production test mules at the drag strip, running race gas, with expectations of engine overhaul every season.

The hardest thing about tuning a drag car is trying to keep them from overheating tend between dyno runs as they usually run radiators not much bigger than a coffee table book.

Shiv

PS. And Hor, don't mistake my comments about the DSMLink/Fader to be based upon my lack of understanding. I fully understand how it does (and more importantly, doesn't) work. It's not exactly rocket science. If you want to talk tuning, let's do it.

 

hehe...Honky made me laugh...

 

Interesting. No WRXs? So these were all drag cars though, eh? Can these guys, on their own (i.e with their own Palm Pilot or laptop computer) change their state of tune to make their "drag car" into a "street car?" I know I can.

DSMLink is being used by a bunch of guys doing Autocross and road racing as well. From what I understand, they're really looking forward to the anti-lag feature in DSMLink V2 that comes out shortly. Since I don't have so many twisty roads around me, I'm more of a straight line guy. The stutterbox feature sure is nice, and I'm looking forward to the no-lift-to-shift feature as well.

Mark
"No trailer queen here"

PS. I quoted "Honky." That's why it says, "Originally posted by Honky."

 

Running 12s? I certainly hope so! All some of our WRX customers have to do to run 12s on their street car is fill up with pump gas. Palm Pilot not required.

Cheers,
shiv

 

Agreed.

That's the variable I'm talking about on a dyno. Different dynos, location, temp, etc. This is why people need to chill with all the worries about the car being underpowered. If I can run in the 13's with a 100+ trap I'll be happy knowing the car is performing to spec. With only temp and elevation being a factor here it's much easier to tell if your car is underpowered or not. You can get a 15 with a 100+trap and you know your car is still fast. You just suck is all I also believe that finding out the car is running to spec will ease peoples mind on the whole SCC test car having higher numbers and what not. Cuz really who cares if our cars perform to spec? If the test model is what they based their specs off of then yea it's a problem. But if the dealer bought cars perform to spec it's irrelevant what the SCC car puts down. That's my new point

 

I like that. It was a pretty good little comeback and attempt at skirting the original question. So here it is again, worded in a way that gives you less opportunity to avoid it, since you seem to do that much better than make real power out of any non "drag car." How many cars have you put into the 10s using your own "ECU tuning" (i.e. stuff that you made and designed, not stuff you just resell from Haltech, MoTeC, AEM, or any other company) that can change back to their "street setup" using a laptop or Palm Pilot? As the WRX is the most similar car to a DSM that you do work for, how many of them have you put into the 10s with your special blend of "ECU tuning?" How many of them can change from "drag car" to "street car" with a laptop or Palm Pilot.

Since 10s is obviously too much for you on a non-"drag car," then how about 11s?

-Mark
"Who never said that he was a big dog. 12s are easy."

 

What makes you believe that your DSMLink will be able to do anything more than log a few OBD-II parameters when hooked up to an Evo's data link connector?

 

Shiv,
Quick question....2 press cars?? I thought there was only the SCC one, now is there another? Thanks.

 

He never suggested it would.

 

A 500RPM resolution is what it offers. That is it. In my experience, I have not seen a reason for greater resolution.

That is handled by the stock ECU's maps (of which there are many for different airflow ranges). The timing adjustment I make is an addition on top of the stock ECU maps.

You misunderstood the DSMLink functionality. It does NOT attenuate the MAF signal! You are inside the ECU, there is no need to. The stock ECU has a fuel addition on top of the stock maps which is what we call "enrichment." This is what is adjusted. I am using a stock 2G DSM MAF (good for over 450hp unaltered). The MAF signal is not altered. As such, the MAF readings that I datalog are true MAF readings.

We are adjusting the fuel enrichment percentage, which directly affects the injector pulse width.

I don't know why you would want to use the TPS (well, there is "accelerator-pump" like functionality in the stock ECU based on TPS). As for the other two, the MAF works great unaltered up to 450hp or more. After that, there are options.


On the laptop (or Palm Pilot) you can store as many fuel or timing maps as you want.

No.

So, did you just indirectly answer my question? What are you working on? Does your product offer streamed datalogging? Does it offer boost, knock, and wideband O2 datalogging? Is the datalogger written in Java, such that it can be modified by the end user? Does your product offer completely user-adjustable rev limits? Does it allow you to change the idle RPM? Does it allow you to set a launch RPM (stutterbox)?

 

For those of you who want to argue the fact that the DSM link or whatever is a better choice than Shiv, so what?! This thread isn't about justifying your car and your time slips. Most of the EVO buyers are not only interested in getting into the 10s. It is about tuning on the whole.

Besides, I thought we were talking about the discrepency between the SCC EVO and the current ones for sale.

So, leave your personal issues (can't own an EVO, can't drive with the exception of going straight) on the curb, and let the people that actually want to learn from a reputable tuner have a say.

 

This is not a different dyno situation, all were tested on shivs dyno same location, different cars. The results were very repeatable. The Dynojet vs Shiv's Dyno Dynamics does not enter into this. No one is saying it is underrated yet. Just that the two press cars he tested had more power by a considerable margin. The SCC car had more power across the rev range.

For drag testing.
That is fine but it really does not test engine flexibility except for a band around peak hp. It is not a good test for power differences anywhere else in the powerband or for drivabilty.

Claudius-
If you don't believe 190hp at the wheels what would you believe and why? Do you believe Vivid Racing's results, that we have 247hp at the wheel and are much more powerful than the JDM cars. Are you trying to argue that point?

Finally to all, instead of attacking Shiv-

Explain to me why we should ignore his reliable, repeatable data. Yet believe traps speeds from drag testing. There are many more uncontrolled variables in drag testing then in Shiv's testing.

Also Shiv has not tried to sell anything as far as I can see here. He probably will eventually but that is the American way. If you don't like his products or service go elsewhere.

Erik

 

Has anyone thought that the "Ringer" car scc got might just be broke in ALOT better than the production cars with 600+ miles on them.
I personally think 600 miles isnt a good place to start romping on your new car..... even if Mits. says that is the end of the break in period. They probaly dont want really fresh cars trounced on from the get go, right off the lot.
Would it matter more if both cars had the same mileage on them, then put them on the dyno??? Im no tech, or mechanic, but I do have a evo8 that Im planning on breaking in alot longer than the 600 mile period. Ya i have read that to truely break in a car you have to get on it from the get go, but my heart isnt into that.
Just somthing to throw in, if it wasnt discussed before.

And to Shiv. If I was this guy trying to help out on this forum and was treated the way some have treated him, I would have given you guys the bird and left,,,,, FOR GOOD. This guy is brining tons of imfo. and facts to the table. We all should thank him every chance we get. He is a huge plus to this board. Plus if there is a thing here, where they have mislead evo8 buyers in America, Shiv would be able to help and show where this car is not as strong as it is advertised. Which might lead to fixxing the "so called" lack of claimed HP.
Again, thanks shiv for all your thoughts.

 

Copy and pasted from the other thread: