اطلاعات فنی

مپ نهایی مایک ورژن ۶

تیر ۲۴, ۱۳۹۴
/ / /
Comments Closed

امروز ۲۴ تیرماه ۱۳۹۴ مپ مایک نهایی شد بعد از ۶ ورژن.

برای بنزین و E100 و سایر مپ ها به نتایج زیر رسیدیم :

– میزان AFR در تخت گاز بین ۱۲٫۶ تا ۱۲٫۹

– تایمینگ جرقه با اتانول ۱۰۰ بین ۳۳ تا ۳۵٫۵ در حالت تخت گاز در دمای ۳۸ درجه سانتیگراد در تهران و بین ۲۶ تا ۲۸ با بنزین سوپر

– میزان LTFT در همه مپ ها بین ۰ تا ۱٫۸ که در مپ E100 دقیقا ۰ و در مپ E0 حدود ۱٫۸ میباشد. شاید اون ۱٫۸ بخاطر الکل داخل باک بوده باشد و در هر دو حالت LTFT صفر باشد یعنی ایده ال ایده ال.

احساس رانندگی ماشین بسیار عالی و شاید از مایک بخوام یکی جرقه رو برای اتانول خالص تا ۳۷ ببره و یکی اینکه نوسان AFR رو کمتر کنه روی ۱۲٫۸ بایسته و اون تاخیر کم اول رو هم بگیره ولی قبلش حتما با ترکشن وی اس سی اف لاگ میگیرم تا اون تاخیر وضعیتش مشخص بشه.

نکته مهم اینه لاگ رو باید بعد از ریمپ حداقل یک باک رو گذروند و بعد ۱۰۰ کیلومتر رانندگی در اتوبان لاگ گرفت. هم تراتل و هم سوخت یه ۱۰۰ کیلومتری باید زمان بگذره.

اینم لاگ E100 :

http://datazap.me/u/toyota86ir/amir-hossein-940424-e100-fuel-e100-mod-hks-za1ja02k-15-07-2015-19-54-48-mike-v6?log=0&data=6

http://datazap.me/u/toyota86ir/amir-hossein-940424-e100-fuel-e100-mod-hks-za1ja02k-15-07-2015-19-52-37-mike-v6?log=0&data=6-11

اینم لاگ E0 :

http://datazap.me/u/toyota86ir/amir-hossein-940419-e0-tahe-hemmat-mod-hks-za1ja02k-10-07-2015-10-20-25-mike-v5?log=0&data=6-8-11

http://datazap.me/u/toyota86ir/amir-hossein-940419-e0-tahe-hemmat-mod-hks-za1ja02k-10-07-2015-09-56-14-mike-v5?log=0&data=6-11-30

اینم ویدئوی تست جنسیس کوپه ۳٫۸ با ماشین من بعد از ریمپ :

Read More

تیون تنفس طبیعی جدول مندلیف

اردیبهشت ۹, ۱۳۹۴
/ / /
Comments Closed

نتایج اولیه من بر مبنای داینوداینامیکز :
ماشین استوک با بنزین اکتان ۹۵ خوب ۱۵۴٫۵whpماشین استوک با بنزین سوپر ایران ۱۴۹whp

فیلتر هوا های فلو ۰whp
اینتیک هوا ۱٫۵whp
کت بک (مید پایپ + مافلر) ۲٫۵whp
اتانول در مقایسه با بنزین خوب اکتان ۹۵ ۱۳whp
هدرز بدون کت ۷whp
فرانت پایپ با حذف کت ۲٫۵whp

۱۴۹٫۰whp –> 181whp 21% more power
۱۵۴٫۵whp –> 181whp 17% more power

فکر میکنم نتیجه بالا دقیق باشه.
البته تیونر ها اینطوری تقسیم بندی نمیکنند و اینطور میگن :
روی داینوجت:
۱۰ اسب با بهترین تیون ecu
۱۰ اسب با اتانول به نسبت بنزین اکتان ۹۵ (بنزین ایران ۹۱ هست و اکتان پیشنهادی تویوتا ۹۸)
۱۰ اسب با تغییر کل اینتیک و هدرز و فرانت پایپ و کت بک
جمع کل میشه ۳۰ اسب روی داینو جت که بر مبنای داینو داینامیکز میشه ۲۶٫۵whp . البته اخیرا با داینو اختصاصی ۳۳ اسب هم رو داینوجت گرفتند.

نتیجه نهایی حدودا از ۱۹۳ اسب (اکتان ۹۵ و ۱۹۷ اسب اکتان ۹۳) استوک به ۲۲۶ اسب میرسه. با داینو اختصاصی هم ۲۲۹٫۵ اسب.

نسبت اسب بخار به وزن از ۰٫۱۵۷ استوک به ۰٫۱۸۳ در بهترین حالت با داینو اختصاصی میرسه.

نسبت اسب بخار به وزن جن کوپه ۰٫۱۹۱ هست.

نسبت اسب بخار به وزن ۳۲۸ حدود ۰٫۲۰۰ هست.

http://www.moto-east.com/main/brzfr-s-header-tuning-results-are-in/

http://toyota86.ir/wp-content/uploads/2015/02/stock_vs_modded.jpg

چند نکته:

ویلیام میگه حدود ۱۰ درجه کاهش دما ۲ تا ۳ اسب قدرت رو میبره بالا

هوای تهران ۲psi فشارش از هوای شمال کمتره.

Read More

ترتیب تیون

اردیبهشت ۸, ۱۳۹۴
/ / /
Comments Closed

http://www.innovatemotorsports.com/resources/news13.php

Tuning Tips: Sequence

Klaus recently commented on the issue of tuning sequence. Here are his thoughts (extracted from the thread):

The usual tuning sequence is to tune AFR first. Then tune timing. Then modify AFR in specific areas to possibly get a little more torque in specific cells. Then adjust timing in those areas again to MBT.

For example, some combustion chambers like to produce max torque at 13.x AFR at some load number. But let’s say you can get there only with race gas. Playing around with the AFRs and timing at that area you get the best compromise between torque and octane when running pump gas. In the higher RPM areas, where you have lower VE, it might be possible to lean out more to the optimum for the chamber as the octane requirements change with rising RPM as well, depending on the chamber design. This of course assumes you are not cooling system limited.

Start the cam timing with conservative AFR and ignition timing. Changing cam timing changes the VE curve of the engine. AFR and ignition tuning depend on that. Always change the most independent variable first. Best cam timing depends on your goals and the intake and exhaust system of the engine. This changes VE.

Fuel flow is relative to VE and load.

So adjust AFR next. Ign. timing depends on VE, AFR and load. So do that last.

Then go back and forth to fine-tune AFR and ign. timing. With a turbo SOHC engine, adjustable cam gears are not needed unless you are experimenting with different cams. Cam timing changes how the engine breathes, and can maximize that breathing by taking advantage of natural resonances in the intake and exhaust. This is not applicable on a turbo. With compressed air (turbo) you can make a corpse breathe. There is some advantage with adjustable cams on a DOHC for a turbo.

Tune the cams (without turbo) as you would for a truck: low RPM torque peak. This reduces “apparent” turbo lag and helps initial spooling. With cam timing changes on n/a (not electronically controllable) you can have one of three mutually exclusive goals:

۱٫ Max Power (move torque peak up and maximize it at higher rpm’s)

۲٫ Max torque at low end (low rpm torque peak for towing)

۳٫ Economy (leave intake open partially into compression stroke, or open earlier during exhaust stroke. Makes compression stroke essentially shorter than expansion and rises efficiency, but costs power and torque).

Of course your intake and exhaust system and valve/port sizes determine what’s achievable. A truck intake/exhaust won’t make a truck engine into a high-rev race engine with only cam changes.

Cam tuning procedure:

Set a rich AFR of say 11 or 10.5 across the WOT row and keep low ign. advance.
With a speed density or alpha-n system you log AFR, RPM and TPS. Make WOT acceleration runs in high gear (at least 10 secs for a sweep, using brake as load if needed to stay at legal speeds).

Select the WOT part of the run only and look in LogWorks at an x-y plot of AFR over RPM of the selected data. Changes in cam timing that result in better breathing (or VE) will make AFR leaner because more air enters. Your goal is to make AFR as lean as possible in as many RPM ranges as possible, but especially in the area you are interested in, depending on your goal. With a MAF based system you log MAF voltage or inj. duty cycle instead of AFR.

Once you are done with that, don’t touch cam timing again for further tuning. After that you get your AFR into a more reasonable range.

Until next time… Keep On Tuning!
-Innovate Motorsports

Read More

عدد TBN بالاتر برای بنزین ایران

اسفند ۲۰, ۱۳۹۳
/ / /
Comments Closed

شاخصی که در روغن اجازه میده روغن دوام بیشتری داشته باشه و تو دوره بالاتری عوض بشه و با خاصیت اسیدی گوگرد موجود در بنزین های بی کیفیت ایران بتونه مقابله کنه عدد TBN هست.

ایمیل زیر رو از طرف ادینول برای پاسخ به نیاز یک کاربر بی ام و سوار در ایران به جناب مهندس یزدی فرستادند :

فایل پی دی اف :

http://toyota86.ir/wp-content/uploads/2015/03/Addinol-Lubricant-Glossary.pdf

SUPER LIGHT 0540

Engine oils for BMW cars:

 a) “BMW Longlife-01” (LL-01)

–          This quality is the minimum requirement for all BMW gasoline engines from model year 2002 and for BMW diesel engines without particle filters from model year 2003.

–          All older BMW engines can use this quality.

–          For BMW M GmbH engines, this quality is only permitted in new, designated models with S55 or S63 engines.

  1. b) “BMW Longlife-04” (LL-04)

–          These oils are permitted for all BMW diesel engines with or without particle filters.

–          This quality also applies to BMW gasoline engines. At present, the type approval is limited to the EU area together with Norway, Switzerland and Liechtenstein.

–          For BMW M GmbH engines, this quality is only permitted in new, designated models with S55 or S63 engines in the EU area together with Norway, Switzerland and Liechtenstein.

That means out of the EU area together with Norway, Switzerland and Liechtenstein the use of “BMW Longlife-01”-oils are recommended, except for BMW diesel engines with particle filters.

For BMW diesel engines with particle filters “BMW Longlife-04”-oils have to be used.

 

Knock and Octane Number (ON)

Knock is an abnormal combustion phenomenon that occurs in spark-ignition engines. Under normal operation, combustion of the air-fuel mixture within the engine cylinder is initiated by a spark and a flame front starts to propagate outwards. If the pressure and temperature of the unburned air-fuel mixture (ahead of the propagating flame front) reach high enough levels, spontaneous auto-ignition may occur in certain spots. This auto-ignition causes an extremely rapid release of much of the chemical energy stored in the unburned mixture, resulting in large pressure oscillations in the cylinder. In turn, these oscillations produce an audible metallic “pinging” sound and if severe enough, they can cause major damage to engine components.

 

Due to the potential harm it can cause to engines, knock is a fundamental limiting factor in engine design.

Specifically, certain parameters have to be adjusted to avoid knock for a given fuel quality such as:

–          Engine compression ratio

–          Spark timing

–          Boost levels:

Adding a turbocharger (boosting) forces more air and proportionally more fuel to enter the combustion chamber, so that more power can be produced by an engine of a given size. However, doing so increases the peak pressures inside the cylinder causing the engine to be more prone to knock. Consequently, boosted inlet pressure levels are limited. Turbocharged vehicles usually also have smaller compression ratios than normal, naturally-aspirated vehicles to offset these higher peak pressures.

 

The octane number (ON) is the standard performance measure of a fuel in terms of how resistant the fuel is to auto-ignition and knock. Raising the ON reduces knock constraints, so that new spark-ignition engines can be designed with greater compression ratios and boost levels for better fuel efficiency.

 

Octane number (ON) as well as knock cannot be influenced by the used engine oil.

 

 TBN (Total Base Number)

 Fuel contains some amount of sulfur. How much depends on the amount of sulfur in the crude oil from which it was produced and/or the refiner’s ability to remove it.

If the fuel will be burned inside an engine also the sulfur will be burned and in result acidic compounds – namely sulfurous and sulfuric acids – are formed. Those acidic compounds are highly corrosive compounds. One of the functions of engine oil is to neutralize those acidic compounds in order to avoid any corrosive damage to the engine. Additives (primarily detergents) in the oil contain alkaline compounds which are formulated to neutralize these acids. The measure of this reserve alkalinity in an oil is known as its TBN. Generally, the higher the TBN value, the more reserve alkalinity or acid- neutralizing capacity the oil contains.

 

Weather condition, high pollution, traffic jam

 Engine jacket water outlet temperature influences the formation of corrosive acids. Even when using a fuel with less than 0.5% sulfur coolant temperatures below 82.2° C can cause acid vapors to

condense in the engine oil system and corrosive attack occurs. Low temperatures also increase the amount of water condensation which otherwise might have evaporated out of the oil at normal operating temperature. This residual water depletes certain oil additives and reduces the oil’s ability to protect engine parts. This causes deposits, sludge formation, lacquering, varnish and carboning. In applications where humidity is high, acids are more likely to form because of the additional water in the air. So, both low coolant temperature and high humidity can result in increased corrosive attack.

 

Dust and dirt from the environmen can be sucked into the engine together with the air needed for the combustion process. In order to reduce the sucked in amount of dust and dirt a car is equipped by an air filter system. So a proper working air filter is a precondition for high engine cleanliness. Particles which are passing the air filter system may enter the engine oil. In case of modern engine oils those contaminats will be kept in suspension by special additives (namely detergents and dispersants) containing in the engine oil and subsequently they are transported via oil flow  to the oil filter system.

So in dusty areas both filter systems – air filters as well as oil filters – should be checked regularly.

 Additionally to the comments above I also attached the Addinol Lubricant Glossary to this email. May be this documents can also help to clarify some further questions.

ADDINOL Lube Oil GmbH

Dr. Peter Thiel

Department Application Technology

Am Haupttor, 06237 Leuna, Germany

Phone: + 49 (0) 34 61/ 845-227

Fax:   + ۴۹ (۰) ۳۴ ۶۱/ ۸۴۵-۵۶۱

http://toyota86.ir/wp-content/uploads/2015/03/Untitled-1.jpg

Read More

TRD Performance parts for GT86

اسفند ۱۴, ۱۳۹۳
/ / /
Comments Closed

قیمت ها به دلار استرالیا میباشد اما قیمت دبی باید حدود نصف این اعداد به دلار امریکا باشد. کد های MS260-18001 و MS250-18001 برای کمک فنر مورد علاقه من میباشند و کد MS344-18001-D1 برای بال عقب قرمز TRD مخصوص ماشین من.

 

http://toyota86.ir/wp-content/uploads/2015/03/trd_toyota_gt_86_16_0.jpg

 

http://www.trdparts.jp/english/86_performanceline/price.html

we will now list pricing for the Performance parts

http://www.trdparts.jp/english/86_pe…suspension.jpg
Suspension set
MS260-18001 $3390
MS250-18001 $720
complete set $4000

http://www.trdparts.jp/english/86_pe…bilizerbar.jpg
Stabilizer Set
MS270-18001 $1390

http://www.trdparts.jp/english/86_pe…86braceset.jpg
Member Set
MS300-18001 $989

http://www.trdparts.jp/english/86_pe…stabilizer.jpg
http://www.trdparts.jp/english/86_pe…doorgraph2.jpg
Stabilizer Door
MS304-18001 $255

http://www.trdparts.jp/english/86_pe…86towerbar.jpg
Front Tower Bar
MS324-18001 $535

http://www.trdparts.jp/english/86_pe…6brakeline.jpg
Brake Line (for OEM caliper set)
MS227-18001 $550

http://www.trdparts.jp/english/86_pe…brakepad-f.jpg
Front Brake Pads
MS225-18001 $295

http://www.trdparts.jp/english/86_pe…brakepad-r.jpg
rear Brake Pads
MS226-18001 $255

http://www.trdparts.jp/english/86_pe…_airfilter.jpg
Sport Air Filter
MS155-00009 $150

http://www.trdparts.jp/english/86_pe…v_86brake2.jpg
Mono Block Brake Kit
MS220-18001 $13500

http://www.trdparts.jp/english/86_pe…ev_86rear1.jpg
High Response muffler Ver.R
MS153-18001 $2150

http://www.trdparts.jp/english/86_pe…uffler-gar.jpg
Muffler Garnish (suit OEM rear bumper when using TRD muffler)
MS343-18003 $ 290

http://www.trdparts.jp/english/86_pe…r-diffuser.jpg
Rear Diffuser (only able to use with TRD Muffler)
MS342-18003 $385

Read More

استیج ۲ رسید تهران

اسفند ۲, ۱۳۹۳
/ / /
Comments Closed

آقای SAM BADAVI تیونری که از ایشون کیت Ecutek گرفتم نماینده اصلی HKS تو دبی هستند و برای ما زحمت کشیدند قطعات رو فرستادند. یکسری از قطعات هم از امریکا اومد و ما ۱۵ دی ماه ۹۳ پول رو حواله کردیم بعد از ۴۵ روز حدود ۲ اسفند ماه رسید تهران.

عکسها :

http://toyota86.ir/wp-content/uploads/2015/02/MG_7959.jpg

http://toyota86.ir/wp-content/uploads/2015/02/MG_8023.jpg

http://toyota86.ir/wp-content/uploads/2015/02/MG_7960.jpg

http://toyota86.ir/wp-content/uploads/2015/02/MG_7964.jpg

http://toyota86.ir/wp-content/uploads/2015/02/MG_7969.jpg

http://toyota86.ir/wp-content/uploads/2015/02/MG_7973.jpg

http://toyota86.ir/wp-content/uploads/2015/02/MG_7979.jpg

http://toyota86.ir/wp-content/uploads/2015/02/MG_7980.jpg

http://toyota86.ir/wp-content/uploads/2015/02/MG_7990.jpg

http://toyota86.ir/wp-content/uploads/2015/02/MG_7994.jpg

http://toyota86.ir/wp-content/uploads/2015/02/MG_7997.jpg

http://toyota86.ir/wp-content/uploads/2015/02/MG_8000.jpg

http://toyota86.ir/wp-content/uploads/2015/02/MG_8002.jpg

http://toyota86.ir/wp-content/uploads/2015/02/MG_8003.jpg

http://toyota86.ir/wp-content/uploads/2015/02/MG_8006.jpg

http://toyota86.ir/wp-content/uploads/2015/02/MG_8009.jpg

http://toyota86.ir/wp-content/uploads/2015/02/MG_8010.jpg

 

http://toyota86.ir/wp-content/uploads/2015/02/MG_8014.jpg

http://toyota86.ir/wp-content/uploads/2015/02/MG_8017.jpg

 

 

 

Read More

DIY Toyota GT86

بهمن ۱۲, ۱۳۹۳
/ / /
Comments Closed

DIY DIRECTORY (http://www.ft86club.com/forums/showthread.php?t=7365)

BASICS
Jack/Support Points and Methods
Jack Buddies $10
Factory Service/Repair Manual (FR-S Only)

COSMETIC/EXTERIOR
۸۶ Badge Painting
Debadging
Five Axis spoiler install video
Front Bumper Removal #1
Front Bumper Removal #2
Front Bumper Hole Drilling
Front License Plate Center Mount (FR-S Only)
Taillight Gasket Replacement
Vinyl Wrap Tutorial

ENGINE/DRIVETRAIN
Accessory Belt Removal & Replacement
Clutch Engagement Adjustment
Coolant Check and Replace
Crank Pulley Installation
Exhaust & Manifold Removal
Exhaust Installation, ISIS Cat-Back
Fuel Pump Upgrade
Intake & Noise Generator Delete
Intake, Airaid with Snorkel Delete
Intake Inlet Pipe, AVO Silicone Replacement
Oil Change
Radium Catch Can
Transmission and Differential Fluid Change
TRD Sound Changer

INTERIOR/AUDIO-VIDEO
Airbag Warning Light Deactivation
Alarm Activation (BRZ Limited Only)
Armrest Fabrication
Blocking your TPMS Light (FR-S only / BRZ maybe?)
Changing Clock/HVAC LEDs (FR-S Only)
Customizing Nav Unit Start-up Screen (BRZ only)
Dash Cam Installation, Blackvue DR400G-HD
Dome Light & License Plate Light LED Replacement
Gauge Cluster Hood Install by JPM Coachworks
Kartboy Short Shifter Installation
Knee Pad (JDM) Installation
Nav Install with e-Brake Bypass (FR-S only / BRZ maybe?)
Parking Brake Boot, Adding Red Stitching (FR-S Only)
Parking Brake Boot, Swapping to BRZ Version (FR-S Only)
Pioneer AVIC Z150BH Aftermarket Head Unit
Rearview Mirror Removal to Add Radar Detector
Rearview Mirror, JDM Frameless Upgrade
Rear Deck Panel Removal for Tinting
Steering Wheel/Airbag Removal
Sound Tube Switcher
Throttle Controller, AVO DBW Setup
Trunk Liner (BRZ) Installation (FR-S Only)
Trunk Mat Conversion to Rubber Liner (FR-S Only)

LIGHTING/ELECTRICAL
Alarm Installation Wiring Diagram
Battery & Tray Upgrade
Blacking Out Headlight Reflectors (FR-S Only)
Daytime Running Light (DRL) Delete (FR-S Only)
EasyGo Push Start Button Install
FR-S fogs using BRZ Stalk
HID Conversion/Installation (FR-S Only)
Hella Horns
Horn Upgrade, Hella Supertone
JWMotoring LED turn signals
Projector Headlight Bixenon Conversion (FR-S Only)
Rear Fog Light Enable
Rear Fog Light With Brake Light
Replacing Amber Signal Bulbs with Chrome Bulbs (BRZ only)
Replacing Amber Signal Bulbs with Chrome Bulbs (FR-S only)
Sidemarker JDM Clear Swap #1
Sidemarker JDM Clear Swap #2
Sidemarker Turn Signals
Tail Light Housing Blackout w/ Dremel
Tail Light Housing Blackout w/ Soldering Knife
Tail Light Lens Smoking or Redding
Traction Control Override Switch

SUSPENSION/HANDLING
Brake Pad Upgrade/Changing
Caliper Removal and Paint
Coilover Installation
Lowering Spring Installation
Perrin Master Cylinder Install
Rear Stabilizer Reinforcement Bracket
Strut Bar (rear) Installation, Cusco
Strut Removal & Replacement
Sway Bar (Stabilizer Bar) Install
Suspension Options List

WHEELS/TIRES
FT86Club Wheel Directory
Wheel 101

MISCELLANEOUS
License Plate Picture Frame

Read More

Comparing OpenFlash, EcuTek, Rom Raider & Tuner Studio

دی ۱۷, ۱۳۹۳
/ / /
Comments Closed

http://www.ft86club.com/forums/showthread.php?t=47339

http://www.ft86club.com/forums/showthread.php?t=53970

Alright time for another Update now that I also have EcuTek and the OpenFlash Tablet. Also we now have Rom Raiders which is a big improvement over Tuner Studio in my personal opinion.
The information below has been updated and EcuTek added, I will also be adding EcuTek and Rom Raider Screenshots as I have for other programs mentioned.
As always any suggestions or thoughts feel free to share with me.
***I am currently working on my EcuTek review to add here, it should be done shortly***

OpenFlash Manager Impressions
The OpenFlash Manager is Open Flash’s program for actually reading the tunes the OpenFlash Tablet finds on the FR-S and loading new ones (Or your BRZ). You get it with the Download that is provided on their website. This is the program you will use to bring all your data in to work with and back out again to put it on the tablet and flash your vehicle.
The program runs an update check every time you open it and connect the Tablet. This ensures you have the latest firmware and advancements. Its all seamless, it shows you the progress and normally is very quick. I like the way it has been setup.
The Manager is very straight forward and currently they are working to to provide more flexibility and features on the logging it does. (And hopefully not long after with logs from an outside Wideband like the AEM UEGO I use so often or the Innovate LCM-1 I believe it is)

A neat feature it has is the ability to load a “.dev” file set that contains all the tunes available at that point removing the need for a laptop to apply tunes to your vehicle. All OpenFlash Tablets sent out now have this feature already setup and ready to go. Updating it is quite simple and user friendly. The same goes for loading custom tunes however this does disable the loading of tables automatically so if you run say E85 and Gas at times ensure you load all the tunes you want listed if doing so manually.

Tuner Studio Impressions
First off Tuner Pro is impressive in the fact it will allow for the user to tune any vehicle type or model that an xdf file exists for and the community support behind it is impressive. I am very pleased to find some of the vehicles I went to Megasquirt with so many years ago have the ability to be manipulated with this program. Now how much could be a different story but to me that was a nice thing to see available.

Now when you load the software it’s very similar to Rom Raider for those familiar with it, you have a program that works with the file you’re tuning (.Bin in this case and Rom Raiders case, .Msq in Megasquirt and .Hpt for HP Tuners and so on) and that’s Tuner Pro. However since Tuner Pro works with so many different PCM’s (Power Control Modules) what you have here is a file that tell the program what all the data it has in the .Bin file basically translates into so you know what tables you’re working with and so forth. (Such as what ranges they should be in etc.)
This took me a few minutes to figure out so here are a few points to help you and a few screen shots. All you do is open Tuner Pro, Select the second drop down “XDF” and the select “Select XDF”. You can also push the Ctrl + E key and get the same result. Now I renamed my file to make it easier should I ever decide to try this program with other vehicles. However this file is one you will get with the OpenFlash software download. After it’s loaded you can then open you .Bin and work with your tune.

Once setup Tuner Pro is very straight forward and works but it did leave me feel as though it needed more. I would assume because it is so diverse and an older program supported by what my understanding is one person mainly that it is something he shared but does not devote a ton of time to pushing forward as he is happy with how it currently is. I would personally recommend that anyone using an OpenFlash Tablet and making tuning adjustments look at Rom Raider over Tuner Pro. I personally like Rom Raider more but it too also has it short comings. I do really like the ability to directly modify a cell in Tuner Pro where as in Rom Raider you have to enter your changes into a specific box and then apply them. I would rather just select sections on the map and type in my changes there not in a specific text box at the top of the screen.

The ability in Tuner Pro to compare maps/bins is very impressive. In Tuner Studio or HP Tuners you can compare one map to another and that’s it. There are limits to just how much even Tuner Studio can show (I think 150 differences or 100 before it fails to show any others) however HP Tuners will compare everything between the two at the click of a mouse back and forth. In Tuner Pro you can load up to 4 different maps/bins. You toggle between them with CTRL + #1-4. However this is where I found the a flaw. When you want to look at say the 3D graph for a table you can’t switch back and forth on the 3D table but you can on the excel style table. The problem with this is it’s a little harder to look at the differences in say a spark table and see where spikes might be. You can do it but its more labor intensive if you’re used to say HP Tuners.

Rom Raider Impressions
Rom Raider is setup in a very similar fashion to Tuner Pro. You have an XML file that tells the program what the information in a BIN file is and how to interpret it. Its layout is very similar to Tuner Pro but in my opinion its a little cleaner feeling and easier to work with in most cases. The XML’s seem to be updated quite often and the program seems to still be under active development which is always a good thing.

When you first open Rom Raider you need to point it to the XML Definition files so its ready to read any Rom’s. I did this by putting all of them in a folder I made in “My Documents” where I also kept the current tune releases and my logs as well as personal tunes and tunes for others. Doing this makes it easy to organize and keep track of as well as update and Rom Raider will save any location you tell it and look there every time you open it in the future.

Rom Raider’s layout is very similar to Tuner Pro and EcuTek. I don’t like that I have to input all my changes in a text box up top but really that’s my only complaint. With a Tatrix cable you should be able to log using Rom Raider in the near future if not already. This is a HUGE bonus for a program that is free and the cable is less than 50.00 if I am not mistaken. (This is on my list of things to buy and test after my header and dyno comparison that will be below in the next 3 weeks) You cannot use the OpenFlash Tablet log files, I hope they change that in the future as Open Flash’s Logging program leaves a lot to be desired.
Rom Raider is great at making adjustments based of factors of say 10 or 100 or by multiples. Honestly once you get used to it you will find yourself using it quite often.

Rom Raider has different levels much like EcuTek to prevent you from editing things you may not be ready to edit. Elevating such levels is not that hard its just a file menu drop down. As an example to edit Flat Foot Shifting and Launch Control under the Alpha menu you have to elevate your user privileges to the highest level or it will not allow you to see the tables.

If you click about on any table it gives you a good run down of how to edit it and what to expect. I am again showing the Alpha Section and Launch Control. As it explains you get your final Launch Control value by entering the number in the field you want Subtracted from the Total number to get you the desired result. Now if you were just to take my explanation there it might be a little confusing but they take the time to make it much easier on you. After seeing EcuTek’s setup I have to admit this was much easier to setup but it is for all gears not per gear so its not the end all just very user friendly in my opinion.

Rom Raider is a great program and I will recommend it to anyone. This may be the best option for those getting used to tuning, however I will admit I am disappointed in its ability to run a comparison of two tunes. How it accomplishes this is it allows you to open more than one tune file/”.bin” at once. So as long as you can open both maps at the same time its not hard to go back and forth to transfer information. There is a compare feature where it will look for missing or different code and tell you what maps/entree’s but you can’t see the fields just the name of the location. Maybe you are thinking of Supercharging your car and would like to look at a few of the start tune files in comparison to yours as well as maybe one a local shared with you of his final tune setup. This is another great way to learn what all a tuner is looking at as well as catch things you need to be aware of or catch a mistake in scaling that maybe a random mouse click caused yet it was over looked.

EcuTek Impressions IN PROGRESS
Alright EcuTek has released their Pro Tuner Package allowing end users the ability to log and edit their own tunes so long as they have access. Its the more costly (600 with cable, 900 with almost all features known as Racerom) but it does give some great features… and some hold backs.
The logging currently available with EcuTek is the best currently, select-able options on what to log and display layouts that allow you to select specific sections make it easier to narrow in on problem areas. However it does not have table support and rather than do a play back function it shows you everything at once and lets you zoom in on specific sections. I have to say if they would just add a feature like HP Tuner’s Table outputs as I have spoken of before I would recommend this as the ultimate logging solution for the FA20.

The software’s tuning ability is very similar to Rom Raiders. It has a similar layout and user access level to help keep you from editing anything you might not be ready to. It completely lacks a compare function although I have been told by a vendor that the vendor version allows comparisons. This should be a feature all versions have and I found it quite strange that it was completely missing in the most expensive tuning option made available to customers currently. Hopefully this changes soon.

The Racerom features included for free are much more involved than those found in the OpenFlash Tablet, they are also harder to get the hang of. Also just the way you install the Racerom features is a little confusing. Without some guidance I would not have known that is what was required to enable the features. You can set Launch Control, Flat Foot Shifting, AutoBlip and Per Gear Rev Limiting. To get the more advanced features such as Flex Fuel you need the Racerom upgrade. It does take some getting used to but the fact you can edit your launch control up or down with the cruise control stock and while it takes a little more getting used to you can tell the car at what RPM what to do with the RPM level in Flat Foot Shifting. Very nice features but they take some getting used to.

At this time I have just started working with EcuTek’s setup and while I have gotten most everything working I would like to spend some more time with it before giving a final opinion. I think it has a lot more features and ability to go further at this point. But I also think its the more expensive and least user friendly so far. Once you are familiar with it most of it is very similar but at this point it could use a few instructional setup documents and a better logging setup in my opinion. I have no problem paying more for a better product but right now I feel EcuTek needs to add a few more features for end users to make it the best option out there. However again it is an excellent piece of software and the logging capabilities it currently has are better than other options available.

For those planning on running OFT Maps using EcuTek I do have a warning:
There seem to be a few missing tables that I have found while looking through Rom Raider and EcuTek at the tunes available.

These are the tables I was not able to find in EcuTek but were in the new 1.55B Maps under Rom Raider were:
Feedback Correction Range (RPM)
Fine Correction Column (Load)
Cranking Fuel Injector Pulse Width A (ECT)
Cranking Fuel Injector Pulse Width B (ECT)
Cranking Fuel Injector Pulse Width C (ECT)
Cranking Fuel Injector Pulse Width D (ECT)
Cranking Fuel Injector Pulse Width E (ECT)
Cranking Fuel Injector Pulse Width F (ECT)

Now I could have overlooked them but I sat going through the tables 1 by 1 as you have to due to EcuTek’s lack of a compare feature…. and I didn’t find them. I will be looking into it further but at this time I felt it was worth bringing to the attention of those looking into doing this as I have heard others mention it quite a few times.
The tables I can’t find above have to do with knock detection/correction, Fueling (I was editing the cranking mainly for cold starts on E85) and control.
Now just like the Shops have a compare feature and Pro Users don’t, this could be the same situation. However it then raises the question, what do you have to pay for to get all the tables found under OFT in EcuTek?
The big thing to take away here is this is just what I have found and I have now gone through the entire OEM List of tables twice trying to find tables that are not the same or similar and I cannot find them. So at this point there could be even more tables that are not found in EcuTek Pro version vs OFT. They could be considered not part of the End User Pro version, or they just don’t exist in this fashion and are edited in another manor.

Overall Thoughts
Now for me so far one the biggest learning curve has been getting used to the table definitions, and frankly it always is.
For Megasquirt/Tuner Studio (when it came out I remember using Megatune I believe it was at first) they use one program really to log and then edit. Makes things easier and everything can be manipulated so you get over lays of all the information you need in table or graph form. It has options up top for where all the parameters you want to adjust are. With HP Tuners you have a layout that when I first saw it was confusing as hell and basically just filled with buttons. It took me awhile to adjust to but it was amazing just how much more I had control over and frankly I still find tables in it that are new (when newer vehicles come out, I use it for my 2000 C5 Corvette on E85 with a 408 Stroker) and others that well since I don’t usually play with auto’s are just completely alien to me. (To be honest I don’t know if I will ever care… I just don’t like auto’s even if they are more consistent) However even between the two the main basic were still there, more options mind you but Main Spark, Secondary Spark, VE, MAF, etc. were all as I expected once I got the layout down.

Another learning curve has been logging. This is where I was spoiled by Tuner Studio and Hp Tuners especially. Having the ability to play back log’s, output all the data to tables on the fly while things are happening to see exactly where knock is occurring, AFR Corrections vs MAF Voltage, STFT vs MAP and LTFT vs MAP as well as the ability real time to make changes and force the system to do specific things such as enter Closed Loop, turn off and on fuel learning, force a specific AFR etc. Both EcuTek and Open Flash just cannot do this. I wish they could especially the table logging and playing back of logs as its very useful. But as I said in the EcuTek and OpenFlash reviews they are both making progress (OpenFlash quite quickly I might add) and hopefully in the future this will change. I have referenced both Tuner Studio and HP Tuners because you can download them for free and find logs for free. Using those it might help the developers and others make improvements to our currently supported options.

Ok so there is a basic comparison (If you guys would like me to take pictures of the different programs and outline a little more what I am talking about I have them all on my laptop and would be happy to do so just let me know) I will keep working on this but right now I am in the middle of a big project launch at work as well as about to get married and go on my Honeymoon so needless to say I am preoccupied. If you have information, suggestions etc. please just let me know. I am also going to do a tune and dyno comparisons in the next post below. I will even include the OpenFlash Headers vs others so long as I can get my hands on everything to test with. (If you would like to come down and get on the Dyno I will offset your dyno time costs if not pay for them completely)

Tuner Pro has a great starting point but I am going to say for those not experienced with tuning in any manor I don’t think its as user friendly as it could be. It’s by no means bad and it has a decent compare feature but Rom Raider seems better developed to learn in for the most part.
Rom Raider is in my opinion the best choice for those starting out but its lack of a good compare option will make it harder to look at the differences between tunes if you like to read and see such differences. That will be an area where Tuner Pro is better to learn off of in that manor.

If you look there are already quite a few threads by @shiv and they do this quite well. I have no doubt given the outstanding service I got from him that this will continue. I will also continue to share what I find and the time I spend playing with this because in the end I am almost done with bolt-ons for my FR-S and will be adding E85 to the mix for both an E85 and 91 (that’s all we have here in AZ sadly) tunes so I can switch and have fun with either.
I will make those files available to anyone who wants them too, some will find better ways and hopefully as Shiv and those with the OpenFlash seem to have planned, we can all come together and have a solid community of users helping each other tune their own vehicles should they so desire.

Official OpenFlash Thread:
http://www.ft86club.com/forums/showthread.php?t=46468

Shiv Providing Insight on the Torque Dip we all would like to get rid of:
http://www.ft86club.com/forums/showthread.php?t=47263

My Car is a 2013 FR-S 6mt with 9300 or so miles on it. My Modifications include:
Agency Power Header (I also ordered an Open Flash Header I will be comparing the two on and off the Dyno)
AiRaid Intake no Snorkle (I am looking for a new one should anyone have one)
Perrin Lightweight Crank Pulley
My Peronsal Design on a 2.5′ Up Pipe followed by a Resonated Mid Pipe (No Cat) I had made and then an Isis Catback
I also have various Costmetic changes and such (LED’s, HID’s Concave Mirrors, Rims, Recaro Seats, etc)

I first bought the UniChip and it is a great product, it’s also by far cheaper. But its lack of E85 support and the costs to actually make changes with it beyond the files they offer lead me to the OpenFlash which allows for all of that and more.
Now the OpenFlash setup is new, hell had it even been a month yet? I ordered mine Thursday and got it Saturday they are very responsive so far and to m I am very impressed with that.
I bought an EcuTek cable from a helpful local who has had his fair share of bad luck it seems. I hate to see that he is a great guy, @Yruyur.

Information on OpenFlash Products:
http://www.openflashtablet.com/

Information on Tuner Pro:
http://www.tunerpro.net/

Information on RomRaider:
http://www.romraider.com/
http://www.ft86club.com/forums/showthread.php?t=47941
http://www.romraider.com/forum/viewt…hp?f=34&t=9999

Information on EcuTek: (I personally recommend talking to @DeliciousTuning for your EcuTek needs)
http://www.ecutek.com/Home.aspx
http://www.delicioustuning.com/

Information on Tuner Studio:
http://tunerstudio.com/index.php/tuner-studio

Information on Megasquirt:
http://www.diyautotune.com/
http://www.megamanual.com/index.html <–Excellent Resource for learning how to tune no matter what platform you use. Very good place to start for anyone wanting to know more.

Information on HP Tuners and the Forums for it directly can be found here: (Mainly used on GM vehicles but it also covers Ford and Dodge vehicles)
http://www.hptuners.com/

Read More

HKS Nameless GrimmSpeed Cosworth

دی ۱۳, ۱۳۹۳
/ / /
Comments Closed

پیشنهادات من برای انتخاب برند در تیون تنفس طبیعی به ترتیب اولویت :

فیلتر هوا :

Cosworth – HKS-TRD

 

اینتیک: بنظرم تغییر اینتیک به نسبت گین ای که میده خیلی ریسک داره و بهتره عوض نشه ، اینتیک استوکش تا ۳۰۰ اسب خیلی خوبه (این تحقیق رو Cosworth با نرم افزار شبیه ساز انجام داده و تحقیقات Grimmspeed هم تا حدی تاییدش میکنه) و تغییر اینتیک نهایتا ۲ تا ۳ اسب به قدرت اضافه کنه که اونم با ریموت تیونینگ زیر سواله. اولین لوله ورودی هوا هم که بهش Snorkel میگن اگر برش دارید خیلی جریان هوای ورودی بهتر نمیشه که ریسک وارد شدن آب به داخل اینتیک تو هوای بارونی رو داره. اینتیک رو به حساب تغییر صدا اگر خواستید عوض کنید.

اینکه میبینید تو منحنی های داینو تا ۶ اسب از تغییر اینتیک گرفتند باور نکنید چون اینا با تغییر مپ چنین کاری میکنند و تا وضعیت AFR و Timing و … تو هر دو حالت یکی نباشه نمیشه درست مقایسه کرد پس داینو پلات تغییر اینتیک رو باور نکنید. اگر دنبال دردسر نیستید و همون صدا براتون مهم هست TRD گزینه خوبی هست چون هیچ MAF Scale ای نمیخواد و با مپ استوک کامل کار میکنه.اگر هم مثل من دوست دارید پولی خرج کرده باشید و هم صدایی بده سراغ GrimmSpeed رو بگیرید.

http://cdn2.bigcommerce.com/server5000/8fmm9av/products/344/images/1538/intake_ft86_10_1600__80930.1418066911.450.300.jpg?c=2

GrimmSpeed

Airaid

TRD

هدرز : بهترین هدرز برای افزایش قدرت EL هست بدون کاتالیست کانورتر و این ۴ برند تقریبا در یک سطح هستند و البته Nameless به سفارش Cosworth ساختش کمی بهتره. استفاده از هدرز UEL هم خوبه هم صداش و هم قدرتش اما تیون کردن درست UEL کار هر تیونری نیست و ممکنه نتونه بیشترین توان رو بگیره. موتو مایک moto-mike میتونه تو تیون cam کمکتون کنه چون به این قضیه تسلط داره. من پیشنهادم UEL هست بخاطر صداش.

Cosworth by Nameless – JDL – HKS – ACE Header

 

فرانت پایپ : حتما باید بدون کاتالیست کانورتر باشه

HKS – JDL – Cosworth by Nameless

مید پایپ :

Cosworth by Nameless – HKS – JDL – Perrin

 

مافلر :

http://www.togheishop.com/contents/media/32018af009.jpg

Crawford – Nameless – Perrin – HKS – JDL

 

تیونر ECU :

اگر تونستید خودتون تیون کنید که عالیه که البته کار راحتی نیست هم تخصص و تسلط میخواد و هم تو ایران داینو نداریم. من پیشنهاد نمیدم دنبالش برید چون با تیونر کار کردن هزینه ای نداره.

اگر نتونستید خودتون تیون کنید بهترین تیونر EcuTek مایک از Moto-East هست.

تیونرهای زیر خیلی مورد تایید من نیستند:

ویلیام از Delicious Tuning ، ژان از Visconti ، تونی از FA20Club ، حتی با Crawford هم باید با احتیاط کار کرد و فقط موتومایک رو پیشنهاد میدم. شاید الان ویلیام و تونی و ژان با خراب کردن ماشین دیگران یه چیزایی یاد گرفته باشند اما اخلاق حرفه ای خوبی ندارند.

برای OFT هم باید با ویشو تماس بگیرید که اونم کارش خوبه اما اونم خیلی آدم قابل اعتمادی از نظر اخلاق بنظر نمیاد.

نکته آخر اینکه تغییرات اینتیک و هدرز و فرانت پایپ و کت بک همه باید با هم باشه با تیون خوب Cam چون همه اینها بصورت سری هستند و نتیجه درست زمانی حاصل میشه که همه اینها با هم عوض بشوند نه اینکه ما فقط مثلا فرانت پایپ رو برداریم و انتظار داشته باشیم خروجی هوا بهتر بشه.

 

پیشنهادات من برای انتخاب برند در تیون بوست :

سوپرشارژر اول HKS v3 بعد Jackson Racing و آخر از همه Cosworth که حتما هر انتخابی داشتید باید با تیونر مایک  برید جلو.

توربوشارژر اول AVO Stage 2 9psi و بعد JDL برای بالای ۱۳psi

Read More

چه مشخصاتی برای اتانول سوختی مورد نیاز هست

دی ۱۲, ۱۳۹۳
/ / /
Comments Closed

E85 Specification

ASTM International developed a specification for gasoline-ethanol blends containing 51%-83% ethanol that address proper vehicle starting, operation, and safety in varying temperature conditions. The table below shows the requirements of the ASTM D5798 Standard Specification for Ethanol Fuel Blends for Flexible-Fuel Automotive Spark-Ignition Engines. Fuel retailers or fleets purchasing E85 should specify meeting the requirements of the specification as a condition in their supply contracts, so that they can guarantee their product is ASTM-compliant.

Like gasoline and diesel fuel, E85 and other ethanol-gasoline blends are adjusted seasonally and geographically to ensure proper starting and performance. For example, E85 sold during colder months often contain lower levels of ethanol to produce the vapor pressure necessary for starting in cold temperatures. For this reason, fueling site operators offering ethanol blends typically cannot carryover summer-blend E85 into the winter months. They must instead “blend down” any remaining summer fuel to meet the ASTM specification’s requirements for winter temperature conditions. This can be done with relative ease by adding additional gasoline to the storage tank. On the other hand, there is no concern with carrying over winter fuel into the summer months because flexible fuel vehicles can operate on any blend of ethanol and gasoline in warm weather. For retail service stations, seasonal fuel adjustments are handled automatically at the wholesale fuel terminal.

Refer to the Handbook for Handling, Storing, and Dispensing E85 and Other Ethanol-Gasoline Blends (PDF) for local seasonal blending requirements.

http://toyota86.ir/wp-content/uploads/2015/01/ethanol_handbook.pdf

 

Read More