Using an onboard or aftermarket Knock sensor to check for detonation is the easiest way to find the maximum allowable ignition advance.
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When you make a change to add or subtract ignition timing, you will normally see a corresponding change in power output. Then load the engine to whatever site you wish to tune and record the instantaneous power readings. The best way to do this is to use a steady state holding pattern on the dyno and hold the engine to a specific RPM. Whether you are tuning an engine on an engine dyno or a chassis dyno, you should always make sure that it gets tuned to the proper amount of ignition timing. Soft compound racing slicks and/or too little tire pressure can cause the tire to deform on the roller and actually decrease surface contact! Use a good radial street compound tire and strap the vehicle down tightly against the rollers. This makes it nearly impossible to record data and make accurate changes to the calibration. By the time it processes a sample and displays it, the engine can be well beyond that operating range and be dangerously lean, or grossly over fueled.
#Ecu tuning for beginners update#
This happens because the engine speed changes so rapidly that the exhaust meter cannot update its sampling rate quick enough. It is also important to remember that if you are recording Air/Fuel ratios with anything but the most high-speed exhaust analyzers that it is very common to get false readings when the engine accelerates too quickly. On a dyno chart, this can normally be seen as an abnormal spike in engine speed and a corresponding drop in power and torque readings. If you aren't applying all the power to the roller, it can't tell how much power you are making. Many cars that produce big power can easily overpower the amount of tire adhesion to the roller, and this will dramatically affect the amount of power the dyno records. Try to pay attention to things like traction of the tires on the rollers.
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It will take some practice to get comfortable with all of this while the wheels are spinning. It can be very difficult to keep track of engine temperature, manifold pressure, air/fuel ratios, engine torque and horsepower readings all at the same time. Sometimes when you are tuning an engine that is already in a vehicle on a chassis dyno, a lot of strange things can happen that you should be aware of.įirst of all, it is important to keep a perspective on all the things that are happening.