Not so easy. Flashing my OEM tune onto your car (assuming I had an AT) would cause all hell to break loose, as my VIN would then end up on your ECU causing all kinds of communications hiccups...perhaps rendering the ECU unusable. However, my tuner has no problem doing a file compare (similar to the Word functionality) to identify all of the differences between 2 tunes in a massive printout. This is not a trivial task, as there are massive numbers of tables as mentioned, both active and inactive.

 

Yes, Stohlen explained that well in post #30.

 

Sorry. If you already knew that, I misunderstood your question.

 

Looking forward to seeing those dyno graphs for the V6!

 

Hello All,

Just a quick update for the moment. V6 Tuning/Testing appears to be back on track after a little schedule hiccup. We should have results to post soon.

V8 - Working with a customer in Florida we have been able to dyno baseline a 2016 'R' at 412WHP. Using the Project 7 files as a baseline for tuning, and working forward from there, we have achieved gains of 42WHP on 91 Octane fuel, at pretty much bang on 11.5:1 AFR. We ran short on time on that session as well, still a couple of degrees of timing to go, so can probably get 45-46-ish WHP final numbers. Takes the ECU Tuning alone up to around 605BHP at the crank. Pulley is going on this week, and we will be adjusting settings for this as well. Optimistic we can see 60WHP with this added, and perhaps another 20WHP at a later date with the addition of our 200 cell downpipes.

Dyno sheets to follow shortly, will be providing full documentation.

We did not want to rush the release on this, has taken a little time to do it right, but as they say, right, inexpensive & fast.... pick two!

For those with non-'R' models... we have already been able to confirm the flashing of the 'R' software to the V8S models with great results. Meaning - the same final numbers should be available to all V8 owners, regardless of initial spec.

 

mmm

 

V6......!

 

Waiting oh so patiently....

 

Stuart, you have my email. I'm ready for a flash any time now...

 

Stuart,
Any reason why this would be reading about 55 horses shy of the factory claim (assuming a 15% loss)? I would be surprised if the AWD is seeing as much as a 25% drive train loss.

 

The absolute numbers likely have more to do with the dyno used than the car. The delta between stock and tuned is really all that's relevant anyway. I'm interested to see the power difference throughout the range.

The tuned power increase is in line with what others have claimed on 91 octane....well besides my tune (lol) which is irrelevant and soon to be replaced. I am really looking forward to testing Velocity's tune and comparing it to my current file (other tuner), which is lacking in terms of consistent power and smoothness.

 

I suspected that, but am still wondering why a dynamometer can't be calibrated for more accurate absolute numbers. A 10% variation seems excessive.

Though, there is a high degree of correlation between hp and torque, it's the torque throughout the engine speed range that most affects overall performance.

 

Dynos all read differently, some are known for higher numbers, some for lower numbers. Depends on the gearing for the car as well.

What dynos are not at all useful for is comparing one vehicle to another (ie, my car made this much at xxx dyno, yours made this much at yyy dyno.) To some degree it doesn't matter whether it reads high or low as long as the it reads consistently. And 10% measured drivetrain loss would be very low, in my experience we are seeing 15-20% on most modern vehicles.

 

Is there a reason this car is running 91 octane when 93 octane is readily available in florida?

 

Well, it's a generic tune were developing on this car. Right now the tune can only be uploaded with a Kess unit we ship around. So if the client drove to a city that lacked 93..they'd be in quite a jam and wouldn't be able to upload a 91 tune from a hand held. By doing a tune with 91, we can push the max until knock detection is near 5% excessive max. If 93 was ran on this tune, you just wouldn't see that 5% detected..would be 0% and develop a little more power...

If you want, we can create a tune for 93 and get the max out of it, it's a timing bump..just you wouldn't be able to swap between a 91 and 93 tune until we have a hand held ready for sale.

 

Makes sense, however I'd dump in some octane booster if I was in a jam or drive like my grandmother. If you are truly working on a hand held I'll wait till then.

 

To raise the Octane by 2 points would require require about a substantial amount of legal blend component with the highest available octane. That would probably mean toluene at 114 octane. Doing the algebra, you would have to add 1.43 gallons of toluene to 15 gallons of 91 octane gas to get it to 93. The days of a magic can of joy juice for increasing octane expired when tetra-ethyl lead was outlawed. Driving like grandma is a better solution.

 

Just FYI, 93 is the std. "super premium" blend sold everywhere (as far as I can tell) east of the Mississippi in the US. 91 is the max in CA and several other western states.

 

We are working on a hand-held solution, however as previously posted, this isn't expected to be a 'next week' type of thing. It could be some time before this is available.

In the mean time, we can bench flash any of these ECUs without issue at our office in British Columbia. Ususally a 24 hour turnaround, and the ECU is very easy to remove.

If you're looking to jump on a tune this would probably be the most expedient method, and it also has some advantages in terms of leaving less trace in the PCM.

 

What about us over the pond Stuart, when we want your tune!!