I still offer the rental car reibursement program

 

The evo seeks a constant 14.6 / 1 a/f ratio at closed loop

The definition of what is closed loop is adjustable - hence you can expand or contract closed loop zones

In the areas that are closed loop - any fueling changes are moot as the ecu will quickly adjust the short term trims based upon front 02 sesnor feed back and long term trims to reach a constant 14.6 / 1 a/f. The only expection is where your correction exceeds the ecu's authority range for corrections and the ecu does not have enough range of adjustment to reach the 14.6 / 1 target .

Of course ignition mapping is fully adjustable in all areas closed or open loop and ignition mapping can make huge improvemnts in driveability

Finally, recently I have found what i think is a function that can alter the 14.6 figure and change that target. I am still testing it when I have spare time. More on that later.


Here is some info which explains fuel trims

 

so do u ever adjust part throttle in ur flashes or just WOT?
is ur program similar to that of hondata or is it way different?

 

Of course I adjust part throttle in every tune to get the driveability correct

The correct ignition mapping is going to help a lot of low boost and off boost
performance and feel

A good tuner also checks the long term and short term trims to confirm that the fuel table adjustments leave the long term trims near zero correction - anthing within 3 % + or - is accptable with me

Also - idle is crictical

 

I am not familar with hondata so i can not compare it

 

I had Al's custom tune when I was in Maryland in October and my car does run better even when off-boost. if you understand his style and can accept it I would recommend his service because he knows his business.

 

I've had a dynoflash and two turbotrix flashes on my car before I got my utec. Both dynoflash and turbotrix are great products and you will see gains with either flash. For me, I felt like it was easier to ask Mark questions and get ahold of him so I stuck with turbotrix. Like someone said in an earlier post, Dynoflash is a one man operation and I'm sure Al is a busy man running his business and racing so that is probably a reason why some phone calls and pm's went unanswered when I had a dynoflash on my car.

 

Correct .. igntion timing can be adjusted in a closed loop conditions, hence the better idle with cams.. Factory settings as far as ignition are set high.. while still in closed loop the factory computer will seek 14.7 .. Tip in to open loop is very important for driveability .. and tuning is nessesary in these areas..

Mark
Turbotrix

 

so al and mark, do either of u feel that ur flash offers something different that the other vendor doesnt offer? we know that when a flash is done the rev limiter gets raised, boost cut is cut-off, and other such similiarities. but is there anything that differs between u two?

 

The last time Al/Dynoflash came to tucson, az to custom tune our cars, 2/8 felt that there was vast improvement, 1/8...so so...5/8 felt the same/ car is slower after the flash. The last guy took off, sacrificing his 100 deposit rather than having to waste 400 after majority has bad result after flash.
Moral of the story:some evos are made better/faster than others. There is only fuel/timing/boost, there is no miracle Al can do to make a normal car into an extraordinary fast car.

*flame suit on*

 

Man you know something's wrong with you when you have AL and Mark teaming against you (PD) .

Thanks for the Useful information on this thread as I find it valueable in what I am currently dealing with. I appreciate both AL's and Mark's opinions on this.

Also PD, when are we going to see that TT record fall? I thought so.

 

name calling

https://www.evolutionm.net/forums/announcement.php?f=22

 

I agree with you 100% - the people who try to do tuning miracles are the ones with blown up engines and nice sized holes through the pistons

Edwin - remember - what I am doing is tuning a car which in most cases has already been modified to the customer's specifications.

The whole point is to adjust the ecu settings so that the car runs properly which means that the tuning adjustments are within normal parameters

I like to think that my style of tuning has a unique SMOOTHNESS to the power band which gives it a very OEM like feel - this is what I strive for. Without a doubt the quality of the tune and the saftey and reliability are much more important to myself than the peak power.

The OEM tuning is overly conservative so there is some room to work with it and unlock some free power on an otherwise stock car through tuning. I average about 35 whp and TQ gains on a totally stock car.

When you modify a Evo - in many cases the tune is thrown off - out of safe or functional limits and the tuning involves restoring normal operating parameters

I promise at least a 20 whp improvement through tuning also - which in many cases is on the low side. In most cases a 25 - 25 whp and TQ improvment is the average - just from the tuning. Most of my customers run normal pump gas and drive the car as a daily driver. This is a different situation than my 746 whp evo which runs on 120 ocatne race fuel.

Of course - there have been many situations where the combination of tuning and parts have lead to huge gains in power as documented by my numerous "case studies" which I have posted on these forums.

Of course it has been demonstrated many times - hundreds of times that my reflash tuning yields significant improvements in power over stock tuning. Power is very important and of course it is the objective of many reflash customers.

I have shown hundreds of times near record results on the dyno with my reflash and my customers have produced amazing results on the drag strip, road course and auto cross as well. I have more customers into the 11's than any other reflash tuning shop.

However - power improvements are ONLY PART of the tuning process

Here are some other benefits :

- Improved Driveability

- Smoother

- Faster spool up

- better fuel economy

- Enhanced saftey and long term reliability (To date I have tuned over 2,000 evos without any reported incident of tuning related engine failure)

Finally on 91 octane fuel such as you guys have in AZ - in many cases you are not going to "feel" a giant power gain from proper tuning. Its not going to give you a feelling like you just added cams or a larger turbo.

BTW - a recent addition to my tuning services is a full data logging suite with a print out of a/f, knock, G forge, a/f ratio - etc etc etc which I provide to the customer at the end of the tune so they can see exactly what has been changed and the power gains can be accurately quantified

 

I do not want to speak negatively about any other tuning product

However - I feel there are some special features of my product which I can discuss

- HUGE library of base flashes to suit virtually any possible combination of bolt on modifications of evo parts

- Unparalleled record of saftey and engine durability on customers cars I have tuned over the past 2 1/2 years. Some customers have reached 100,000 miles with no reported tuning related engine failures out of 2,000 evos tuned.

- "V3" Boost controlling flash feature - holds steady 20 psi of boost on stock ecu

- Resale program

- Rental car reimbursement program

- 10 channel data logging system and print out of vital engine parameters

- FREE update tunes through the mail for life of car for all custom tuned flash customers

- Ecutek authorized dealer

 

Baseline = Dynoflash. Hmm...........all i can tell you is you are 100% WRONG! I had the same mods, running the same shell 91 when you tuned me in May 2005. Btw i'm one of the 5 that had your dynoflash and got re-reflashed, all were very impressed with their "re-reflash".