💬 Dyno Tuning Basics | TECHNICALLY SPEAKING 

Need help in taking my car's ECU up to date..It is still stock b'coz of where l resides and the tuners around here are shite.

It pronounced " chassis" fyi

@@princesssolace4337 that pretty much everywhere.

@@wannabecarguy 😔😥

Thanks for such thorough video about tuning! I think the same principles apply to tuning factory cars as well? Because emissions is a big part of tuning engines in factory cars, how tuning a factory ECU will affect emissions? I know that there is some headroom for power and efficiency in many of the factory engines but am i making my car illegal by tuning it?

Where can I get Dyno tuning

This is just superb, been searching for "basic car performance mods" for a while now, and I think this has helped. Ever heard of - Vabrielbey Vehicle Verifiability - (do a google search ) ? Ive heard some pretty good things about it and my buddy got cool success with it.

exactly ! im in the middle of going through my playlist to "freshen" up my brains

Thank you for the in depth clarity regarding dyno tuning. Most videos have a greasy guy, pointing his finger briefly at a graph, and exclaiming "Look at That !"

Not if you know how to properly tune and done listen to stubborn costumers telling you the car can still hold it. Plus you monitor the knock sensor so you don't get the engine to go kaboom

connecting rod in my case...ehheh... but this is my car..

Dylan Wiebe Whats the advantage of using s TPS x RPM table vs a MAP x RPM table? Mine came with MAP x RPM. The values in the cells are VE%. I also have a target AFR table. When you tune a cell for drive ability (various loads vs rpm) what are you trying to accomplish?

@@michaellecompte1889 as a note, all I know is aem so take this with a grain of salt on a haltech as it may be similar but not identical. But, as I understand it, you can do map vs rpm or tps vs rpm as your primary fuel table, it's all just personal preference. One will be a 2d table and the other, the primary one, will be a 3d table. So on mine I have a 32x32 table that's tps and rpm, I then tune my load (map) fuel in a 2d table 1x32. So I set this 2d table up as a linear line. So that at -14.7 psig it pulls 100% fuel out, and at +14.7 psig it adds 100% fuel. This then is a linear line that adds 200% fuel at +29.6 psig and so on. Then i get the base fueling correct and drive around out of boost, tune the accel fuel, drivability areas of the fuel map and get a base ignition map set up. Then I put my engine at its lowest boost setting, something safe like 5psig, and slowly work through my wife open throttle tune. Do a pull from 1k rpm to 2k, pull the data, make adjustments till it's good. Then move to 1k to 3k and repeat. Once I finally get to redline and it looks good, I can turn up the boost and adjust my entire wide open throttle range based on boost pressure. Usually that one to one map of every atmosphere add a 100% fuel is good, but I'll add a little extra as I like to run a little richer at higher boost levels. Really, you just need to make sure you're tuning for the volumetric efficiency of your engine at each rpm and load. If you do 3d tuning on load, you just need to make sure that as the boost raises you're adding fuel appropriately. You'll then just need to set up your trims in 2d for accel fuel and tps.

Barra Plug'n'Play fitting and setup: ru-vid.com/video/%D0%B2%D0%B8%D0%B4%D0%B5%D0%BE-CxKdO0p6WAI.html

@@haltech cheers y'all. Was more of a suggestion specifically for the 12 pos switch and the cool things you can do with it!!

Nice:)

The tuning software is Haltech's ESP as the car's using a Haltech ECU.

Already done one not so long ago: ru-vid.com/video/%D0%B2%D0%B8%D0%B4%D0%B5%D0%BE-wh9jMs033RM.html

Mine made 370whp with no tune but a fuel cut defender.

Stay away from E-throttle....... worst crap known to man. All vehicle inputs should be mechanical/physically connected. Steer-by-wire, brake-by-wire, throttle-by-wire are stupid and don't serve any legitimate purpose other than being a cost cut measure for manufacturers with the ability to disrupt function at any time by anyone, including police. A physical and hydraulic steering rack, physically connected brake pedal to the booster and brake system, and cable operated throttle physically and directly connected to throttle pedal, are THE BEST choices for any enthusiast and driver, for feel of the car and full control of how the vehicle behaves without electronic buffering. Giving you the ability to apply 100% throttle, and get 100% throttle without a computer limiting that to what it thinks is 'safer'. Steering as much as YOU want without computer buffering deciding what it thinks is 'safer'. Braking as much as you want without the computer buffering your input to what it thinks is 'safer'. You get the idea.

enigmaPL All of what your saying is true....for the Driver. But if you’re a Calibrator working in an OEM automotive company, you NEED to gain control of these components to better dial vehicle propulsion in for emissions, torque control, limp modes, safety, etc. Cable Throttle Bodies result in little to no control of air entering the engine from an ECU standpoint; as the calibrations and software will simply respond to the air coming into the engine (held hostage via pedal tip in from driver). But say in the case of traction control (with an e-throttle), now the ECU can reduce torque via air, spark retard and fuel cut....not just spark retard and fuel cut (more violent response). Also, steering angle sensors allow for calibrations based on vehicle speed vs steering angle thresholds. If steering angle and vehicle speed exceed calibrated thresholds, torque can be reduced to cut wheel slip or loss of control. The real key in satisfying both sides (driver vs calibrator) is to allow this aids to be turned on/off....at requested command of the driver.

@@enigmaPL yeah, try to look on HP academy vids about racecars and the interwievs with they owners/tuners. Almost all top tuners (in racing segment) use e-throttle, back in time e-throttle was slow and have lag, in these days e-throttle have same speed as "mechanical" and allows u to do some good tricks via ECU. Try to search for info before u say shits. :)

@@DCuniversalable "Almost all top tuners (in racing segment) use e-throttle" is a bullshit statement. You couldn't possibly know what 'all tuners' use. You watched some video and you think you know it all. I work on cars myself and know how both work. I don't need to 'research'. Mechanical throttle is the better option because it gives you direct control of what the throttle plate is doing without software buffering getting in the way. You still have a sensor that tells you how much the throttle plate is open in % if you wanted that for tuning, but there is no computer buffering between your foot movement and the electric motor opening and closing the throttle plate. The throttle pedal is directly connected to the throttle mechanism using a cable. As you push the throttle, the cable gets tugged and directly opens the throttle plate accordingly. A throttle position sensor is used to tell the ECU how much % it's open. With electric throttle, as you press the throttle pedal, you aren't connected to the throttle itself, you are sending digital signal input to the ECU, then based on the limited variables it has coded into the software, the ECU then actuates the electric motor which then controls the throttle plate. I love tech, I love home computers and how far we've come, but there are things that simply aren't made better by throwing computers at it. It isn't about 'speed' either, it's about direct control. You move your foot 15% you get 15% throttle. You put your foot down and you get WOT, without any software buffering. I've driven plenty of e-throttle cars, and in ALL cases if I put my foot to the floor, I never get WOT until the computer decides it's ok, if ever, and you can feel it. That alone is enough for me to consider it dangerous. Software doesn't know what your situation is, maybe you need WOT to avoid a collision, but in a modern car, you won't get it. In fact, in the event of evasive maneuvers, the software will limit your inputs automatically based on what it's been coded to do, even if you know better about what to do to avoid a collision. Same goes with electric steering and electric brake actuation. You will not get the same direct response that you get from mechanical equivalents.

bit of a generic definition, but having small rollers and a retarder I'd call it a mustang style. mustang has both rollers linked and knurled if that makes any difference :)

Subsrcibe to the channel then. We've got plenty more!

@@haltech How do you know I'm not already?

It's a guess based on the fact you didn't know Tuning Fork's name is Scott:) But hey, you're here so check out the "Technically Speaking" and "Tech Tuesday" playlists. Both full of tech videos:)

air fuel ratio

Same boat. You say tune the load cell...tune it to what? What value? If you have a target afr map and a base map doesn’t the target afr map make all the corrections anyway? Is the ides to get the computer to do less and less correcting so that the base map is more precise?

The Ford Territory SUV came in either rear wheel drive or all wheel drive. And also there was a FPV F6x version with a turbo Barra engine a 6 speed automatic. The Territory was based on the Falcon platform. I have always wanted to build a awd turbo Barra BA Falcon.

@@MJTAUTOMOTIVE i know territory is awd. But i have less of the actual xr6 awd. Territory is suv not sedan is much heavier and hight is next factor which many people dont like territory. I personally want xr6 not suv

You'll need to find a spec sheet for your specific transmission that lists the gear ratios. Pick the one that is 1:1 ;)

Could be. Let's say both blocks make their max of 600 HP at 7000 RPM. That means that at 7000 RPM both make (600*5252)/7000=450 lb-ft of torque. Now let's assume both make peak torque at 4000 RPM. At that engine speed the small block produces (490*4000)/5252=373 HP. The big block however produces (580*4000)/5252=442 HP at the same engine speed, thanks to it's higher torque output. So in this case the small block has a flat torque curve and a steep power line. The big block drops more torque at higher RPM but has a steadier power output across the rev range. BTW, the formula is HP=(lb-ft*RPM)/5252. So at 5252 RPM, HP and lb-ft will be the same. Engineering Explained has a nice vid about this.

the small block would have to run 1000 rpms faster than the big block for the same hp

Same thing but have to log and do pulls instead of having the luxury of being able to hold constant rpms as many times as you would like. Last time i did mine we were doing highway pulls

Take it to someone with a dyno?

About The Build The closest dyno to me is nearly 300 mi away

@@Mr6Sinner where the hell do you live ive got about 1000 within 100kms

@@Mr6Sinner Better to tow it 300miles than have your motor blow up

More power always equals more air and more air equals more fuel The size of your fuel pump and injectors will always dictate the power output u can get no matter how big your turbo is or how good any other performance upgrade is

@@blumie006 But does today's injection systems make better economy (mpg) if the car has more power? i personally think it should. Based on non turbo engines of course. As they will ram more fuel air in to the cylinders, making more fuel use for the same revolution of the motor. Or am I wrong on that theory of logic?

Hey josh, that cost varies per tuner and per shop. Your best bet is to call your chosen tuner/shop and ask!

All OE engines are automapped these days, using DOE (Design of Experiment) techniques to allow simultaneous optimisation in as many as 8 Degrees of Freedom at once! This is because modern engines, have far more variables to optimise (fuel mass, ignition angle, cam timing, injection angle, EGR, boost pressure, Throttle progression, torque estimation, fuel pressure, coolant temperature, coolant flow rate, cam lift, oil pump flow etc etc) A higher level test sequencer drives the engine to the demanded setpoint, and varriables are modified in real time, logged, and " mathematical surfaces" for all the interdependent effects of each parameter. In the aftermarket world, things are far simpler, and still pretty much rely on a human pressing UP and DOWN keys on one parameter at a time....

@@maxtorque2277 What. The. Fuck. Yeah. I work for an OE manufacturer. I know how they build the base maps at the factory. I also know the way a standard Power Commander works vs a gen 3. I know how a factory flash off a USB works. What I don't know is the purpose of your post.

@@mikaelgaiason688 you sound like you need a snickers, calm down, relax, and give yourself a handy. No need to be so aggressive just because your wife left you for being a temperamental child.

@@zakuraayame5091 Yeah, not sure where you got that from, but nice try. :) I don't need a snickers, I need rational humans that can form a real sentence. Back in your cave troll.

@@mikaelgaiason688 you raged at them and they formed sentences; you just angry. You may have asked if a tuner can use drive by wire to control throttle on a dyno without using pedal pressure like in the video; but that person was telling you that newer engines in cars, since you said you are a motorized bicycle enthusiast, monitor, control, test, and adjust based on a ton of variable. In fact, they have been doing that for over 20 years; monitoring fuel grades, ethanol content, knock, boost, etc and adjusting timing and a/f ratios to maximize performance or protect the engine. But you just threw a hissy fit like a wittle babby. wtf indeed ROFL

That all depends on who you take it to to get tuned

ru-vid.com/video/%D0%B2%D0%B8%D0%B4%D0%B5%D0%BE-hvY3ZRNmwrw.html

Actually formula in just (Torque x Rotational_speed) = Power But the trick here is that raw units for rotational speed is rad/s (radians per second) which is very confusing and not intuitive to use. If you multiply torque in Nm (Newton meters) and Rotational speed in rad/s then you get power in Wats.

If I remember right it was something like 310×5100÷5252=301. The old iron head cross flows didn't like to rev to much tho again, these are just stock numbers I could find online

ru-vid.com/video/%D0%B2%D0%B8%D0%B4%D0%B5%D0%BE-elyvpTMEhFA.html