I still havent got an answer to my question..........

 

[QUOTE=poormansracecar]How do you know you are running the correct amount of ignition advance on your Emanage in every load cell?or are you just logging and looking for knock?

 

Interesting day I am having here

Talk about frustrated customers

Today my second customer I just finished was also a disatisfied former customer of this other tuning shop who had some furstration with not getting his car tuned to HIS satisfaction

Apperently driveability and boost control issues were also at the root as the car would not hold over 15 psi when I started

After repair and diagosis the car is making 346 whp and running like a clock

My point is that there is NO REASON for me to turn this into another soap opera and post a huge expose

It was clear that the other local tuner was not at fault as we found the Hallman MBC was defective and just changing the MBC solved the problem. Of course I re-tuned the car but why fixate on this and trash someone else's work?

No need - I am sure that both my customers today will spread the word of the quality work and good results obtained at resaonable prices.

Going back to Az3ar - he was first my customer - then he went to Vishnu - then he was disatisfied with his treatment at a dyno day and he came back to me. This sort of stuff happens in life.

Not a big deal.

I am sure that those reading this diatbribe with half a brain get it as to why this was posted in the first place and how it was posted.

 

Shiv - I am still waiting - answer MY question - why the fixation with Run # 1 ? Why are you keeping me waiting, what are you trying to hide this time?

 

I never claimed to be a "Tuner" . As a matter of fact I have never tuned any fuel injection before this. I watched someone tune my bike back when I had it. I dont think I'm doing that bad for a first timer without someone holding my hand. Like I said in my other post, Maybe I should let a pro tune it to see what I pick up in mph. I think I still have a valid question though. But I'm sure you can pick apart my grammer and trap speed, etc...etc..

 

Was the Hallman really defective? It is very rare to see the Hallman going bad.
Hallman MBC has 2 springs. stiff and soft, If you use soft ones it only holds about 14 psi. Evo needs the stiff spring.

 

Hey.. Al-- why don't you check your own forum. I posted "why" there.

shiv

 

Probably becuase I did not tune it for that boost level or becuase the car may have been in limp mode for all I know. All I can tell you is that I tune evos every day for the past two and a half years and I have tuned many hundreds of them. I have not seen a TQ curve that low in comparision to whp on any reflashed car that did not have a serious mechanical issue.

I can only speak from vast experience with these cars that the vehicle was operating in a totally different fashion when I drove it. The data logs I have posted verify the boost level was holding dramaticaly differently when I drove the car.

As far as my MIVEC skills and Evo IX talents go, time will tell how my new Dyno Flash version fares. However, all cars tested on dynos thus far have shown similar relationships of whp to tq as my previous evo 8 offerings.

Like I asserted before , I intend to test the actual map on another identically modified car when I travel to Buschur ina few weeks. This is mostly for my own gratification.

 

Sir not to bash but to educate...

Coefficient of drag has nothing to do with engine tuning it has to due with aerodynamics. Tuners are trying to calibrate engines not conduct wind tunnel testing.

The load is placed on the drivetrain/engine by the dyno itself not by wind or a steep incline. Most main stream Dynos use what is essentially a brake to apply load to the vehicle called a eddy-current retarder some still use water pressure to achieve this braking effect.



Chris Macellaro

 

Since Warrtalon posted the link to the 1st Gruppe-s dyno day, I figured I would post the link to the 2nd Gruppe-s dyno day.

http://www.norcalevo.net/forums/viewtopic.php?t=7685

There is one dynoflash car in there with an, uhm, interesting AFR chart. I have a feeling that might just be a mail-in dynoflash though.

 

No bashing friend....

I think the posts that quoted you were asking you valid questions in return. We all learn from each other and in the end we can put out better parts and services for the customers. Again friend just trying to educate.



Chris Macellaro

 

So wind load has nothing to do with amount of stress put on the motor like going up a gear does? Just wondering how this isn't factored into tuning for maximum power. Shouldn't a vehical with less aerodynamics have more of a load at 100mph, making it more detonation prone? Thanks for any answers.

 

I have a dynograph of a local car w/ a mail-in that does the exact same thing. Except his goes to almost 12:1 at 7000rpm on pump.

 

P.S. As far as bashing. I'm 110% sure Shiv (on a dyno) and Al (on the road) would tune my car better than it is now in a pull or 2.
Now that I'm stealing the post... Anyone know what a good mph is for my mods at sea level, 70 ish degrees out and pleanty of humidity? With a "good" tune that is.

 

yes and no sir.

We are still talking about an engine calibration. The load being placed on an engine via steep hill, 110 mph wind resistance or a load bearing dyno will simply put the ecu at a different load cell/break point in the map. These cells can be easily attained and the engine held at most load cells in the map for a short or long duration of time on one of the dynos I talked about in my previous post. This is an accurate simulation of any load that the car can experience on the road, the load is adjusted by the dyno operator. Also if this was the case we would not have engine dynos around the world. My point is that all these loads that are placed on the road/track can be simulated on a load bearing dyno when speaking of tuning in a proper manner.



Chris Macellaro