This week we get an in-depth look at tuning techniques from High Performance Academy. HP Academy holds regular webinars for shops and individual tuners on the secrets of making reliable power, and tonight they’re doing it for us!
This week we get an in-depth look at tuning techniques from High Performance Academy. HP Academy holds regular webinars for shops and individual tuners on the secrets of making reliable power, and tonight they’re doing it for us!
Question: Why is he sitting in the passenger seat? (I kid, I kid.)
Also, gotta thank CRC Industries for helping to make this all happen.
Thank you.
This filling in the cells is the art of tuning. I have watched Ed Senf do this many times. This stuff is so cool.
And if you guys have questions, let us know. Our guest is going to answer them at the end of the broadcast. If you post them here, I'll relay them.
This is some really cool stuff. Thanks, HP Academy for joining us tonight.
If you are interested in learning more about tuning or engine building you can get started here.
And here is a coupon for $20 off your course purchase. Coupon Code: YY29LK
Watched the replay, and have a couple of comments.... in order of it coming up...
He mentioned stoich of 14.7, and that's surely correct for NZ. But in the US, E0 is 14.6, which doesn't matter much. But where it does- the nominal US fuel now is E10, and it's stoich is 14.3.
And that's why most OE's tend to use lambda or phi as a unit less value, as that is what the WBO2 puts out before being corrected to A/F.
For tuning, both for spark and fuel- engines tend to be very linear, generating smooth an continuous 3d tables- so if you have limited time to do work- you can skip cells and interpolate between the missing cells. It works fine.
On the spark side of things- from an OE perspective- I'd suggest taking the data he had for best spark and taking out 3 deg. If you look at the data- there's little difference in the torque between 28 and 25 deg BTDC, but that 3 deg adds a lot of margin when it comes to knock.
Which brings up the other point- knock was never brought up- so if you are doing a spark sweep like that, stop the sweep as soon as you hear any knock. Take out a few deg of spark, and that's the area where most would call it borderline spark- which is where you are very close to knocking. Or on the borderline of knock.
For OE vs. aftermarket tuning- one thing to heavily note- all OE's calculate the air going into the engine very differently than a basic 3D table of volumetric efficiency. You will not likely see any table like that in an OE system. There will be a curve for mass air flow, if one exists, and that only needs to be changed if you change the sensor- it's normally capable of measuring air changes that you could do with cam or exhaust changes when it's stock. MAP calculations can vary widely. Very widely.
MAF vs MAP- one good thing about MAF is that most of the environmental changes are basically included in the measurement. Whereas MAP you have to make the calculations. So it makes it a lot easier to deal with.
And OE variations- for a given model year, the numbers in a the computer are all the same. Just like an App. All OE's have some kind of adjustments to allow for variations- mostly subtle air or fuel calculation adjustments. The nominal calibration tends to be the nominal engine to the best ability to find the average parts when prototypes are made.
Oh, and I have a question- for aftermarket calibrations for ETC- do most do a pedal to throttle position or do they run a target torque demand? Most OE's do torque demand strategies- so your pedal input gives you a target torque output (which goes through some models to reach at target throttle position).
Good stuff.
Thanks for the feedback and notes, alfa!
Good comments, Alfa, and due to time he had to keep things brief. Wish you could have been there to discuss with our guest last night.
Wish I could have caught it live, but thanks for making it available!
I never get to catch these live, but I do love these videos 
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