While e-tunes are effective with competent parties on both ends of the computer, It is dyno tuning with verification on the street that makes for a near perfect tune. I came across this post and it hit pretty close to home. New to the community, so I have been browsing the site for most of my evening. I believe it came down to being safe, and having a controlled environment I.e. I am not a tunner therefore I am not saying you are wrong we should be here to learn from you perhaps. I am still not convinced you can load the car as accurate as if we were on the street. All aspects of the car driving are checked and tested.Ĭhris, Sounds like your experience has allowed you to really get things dialed in on the dyno.I also like the fact you have checks and balances in place to ensure the car is perfect.While I'm sure it's rare I imagine sometimes tweeks are needed that can get missed on the dyno.Ĭhris when my Evo IX was being tuned by Jestr we always did street. I should add that this is really a moot point, since we take every alpha build we do on the street afterwards no matter what and have a vigorous test drive procedure by someone other than me so they can see if there is anything that has been missed. Mine will drive better, make more power and last longer. I will put my dyno tune against a street tune any day of the week. They don't do sufficient testing on the dyno and typically only run the car in 1 gear, don't do the necessary drivability tasks and forget other important things besides just making a power number. It is much easier for an inexperienced tuner to do a car on the street because they don't know the difference between how it is loaded on the dyno and loaded on the street. I can empathize with what you guys are saying for sure. Most of the time this is not an issue, although the language barrier with some can be quite cumbersome. If there is not good information for me to use, then the tune will definitely suffer. At the end of the day it also comes down to the quality of the datalogs that are being provided to me as well. ECUTeK will soon be added to the repertoire when v3 hits, (I've had the hardware for years now and have been tracking its growth) and I anticipate doing e-tuing with that as well. I'm almost at the point where Syvecs might be possible via email now (again for well known setups) that I've done enough cars. Personally I am comfortable tuning any setup that you can conjure on a GTR via email if the person I am working with is comfortable with doing the data-logging. If possible I urge the possibility of doing a few dyno runs and datalogs in short succession so that we can get 100% from the car. Especially those which have upgraded camshafts and turbokits. A dyno is great tool, and can tell you alot about a higher horsepower car. I tell people that they will get about 90% of the power AND drivability that they would if I was there in person. The odd-ball turbo kit that I don't normally work with is slightly challenging, but also do-able. The same goes for almost every bolt-on stock turbo configuration available, and most bolt on turbo configurations available with 3.8 and 4.0 motors. Having a STRONG base calibration for an e-tune is important if you want to keep the data-logging time to a minimum. For instance, if it from the AMS product line I have a good tune for almost any combination of parts all the way up to alpha 12. I mostly see etunes as a method of cutting cost.įor very common setups e-tunes are not a bad thing. I think the best results will be seen from dyno tune + street tune in person. I will say this: My impression is WOW what a difference! My Ass dyno tells me and the overall drivability of the car is 100% better! Only negative part is the damn smoke.ĭyno Tune Only- Like you said really can't dial in the enitre car driving experience. Max psi-17 and it doesn't fall very much at all. (he just wasn't happy with how it felt) After the last stop he said it was perfect and I was good to go. I was holding his lap top as he would drive and accelerate at different intervals, We stopped at least 5 times so he could make adjustments. I never got a chance to drive it directly off the dyno as me and Doug took off in the car for some fine tuning. My tune seemed to spike at 21psi then rapidly drop to about 15.Ībout 2 months later I sent TSM my car for some additional Bolt on stuff and a dyno tune. It felt very good at the time compared to completely stock. We data logged and sent files back and forth about 6 times,Īnd settled on a tune everybody thought would be safe. from TSM E-tune my car after Cobb, injector, and exhaust upgrades.
0 Comments
Leave a Reply. |
AuthorWrite something about yourself. No need to be fancy, just an overview. ArchivesCategories |