Does anybody know of an OBD2 tuner availible to tune the computer in these cars. I have the AEM intake, and the under drive pulley. Got 227.2 SAE net horsepower to the wheels last summer. I installed the P2R throttlebody spacer this week with the gaskets, and now I'm at 222.67 SAE net horsepower. The place that did the dyno run does not have the equipment to tune these cars and that is his recommendation. Is there any way to get more fuel to the motor without reflashing the computer. Sorry if the post is redundant, and any help or suggestions would be appreciated.

 

you gotta search bro plenty of threads on this. quick and short answer NO!!!! One of many threads> https://acurazine.com/forums/showthr...&highlight=ecu

BUt if u do crack it let me know!

 

How did ur hp go down when u installed a spacer.

 

My TL was one of the test cars that hondata did a reprogram on. Nothing really came of it.

 

That shocked me too after he got done with the dyno. I think my issue is that 3 of the 4 mods I've done to the engine are flow dynamic mods that either add air or help to cool the air going into the engine. It only makes sense though that after doing those types of mods that eventually more fuel will be needed. I'm not spending 5K on a supercharger just to be able to reflash. I'm going to research the AEM FIC and the harness extender for the computer. There has to be a way to get more fuel to the engine. I think honda needs to learn that people that drive TL's like to mod their cars too. Not just people that drive civics and RSX's. I'm going to figure this out before I spend another dollar on engine mods.

 

Did the same place do both dynos?

 

Yes, And whats really got me aggrivated is that the first dyno runs on my car were done last summer when it was 86 degrees out and 50% humidity. And I lived further away from the dyno facility the first time too. 66% today and 41% humidity. I'm a little frustrated, but I'll figure it out. If I can hit 240- 245 hp to the wheels, that would figure to around 300 hp at the crank which is enough to have fun with some stock auto Type S cars. Maybe some auto G35 sedans. It would be a fun street car for sure. It's almost there.

 

get the ATLP jpipe....

 

What will that do for him?

 

That sounds like a good idea as long as it doesnt require deleting any of the emissions devices. Maybe take the spacer off and hang on to it till a reflash becomes availible for naturally aspirated TL's seens how I didn't pick up any power with it. I'll check with Josh at excellerate and see what one costs.

 

tuning is a huge problem for this car, with stock ECU. P2R spacer does nothing, get a j-pipe or port and polish.

 

Spacers and gaskets are BS. Spend your money on exhaust mods, probably the best bang for the buck for the TL.

 

Definately looks like I found the limitations of the good Old dreaded speed density system used on these cars. What I'm thinking about doing is removing the spacer, and doing the J pipe. Couple of questions though. Can the Jpipe be used with the stock exhaust system, and I don't have to delete any emission equipment with the j pipe right. I don't want to delete anything emissions related. And I don't want a CEL.

 

The J-pipe will bolt right in with the stock exhaust in place and won't cause a CEL.

I have no idea why Honda still uses a speed density setup. Even with our race cars we do a MAF setup for anything that sees the street and speed density for the track cars. I tried speed density on my GN many years ago and every time the weather changed I was retuning it, not fun.

 

Thanks for the info about the J pipe. I'll remove the spacer after I buy the j pipe. Then I'll probably do a custom catback system, because I like the look of the stock exhaust system. Maybe a set of magnflow mufflers. I'm not happy that Honda is still using the speed density setup. These J series engines are capable of a lot more than the stock numbers just with the right parts and some good programming.

 

a reflash will never be available. the car has been out for almost 7 model years now and nothing. now they dont make the ua6/7 anymore the market is dropping for them.

 

I'm sure your right on that, and thats why the next car I buy is going to be a project car and not an Acura. It's BS in my oppinion when you can just see the potential in an engine and not achieve it because of speed density air metering and no reflash being availible without boost. I can't stand electronic nannies.

 

I agree. And even if you didn't care about emissions and being legal, you still could not do stand alone engine management because the stock ecm is so tied into every system in the car even things like the climate control would not work right without it.

One thing I will say, these things are tuned for max power in stock form. They actually have a bit of knock retard, too much in my opinion on 91 octane. Throw some mods that increase airflow and it gets worse. However, it will adapt slowly via the 02 sensors and LT fuel trim. Add more air and you'll start seeing the values of the ST and then LT fuel trims changing to bring it back to the optimum AF ratio. The primary 02s are factory wideband sensors so that's a plus.

 

Just out of curiosity, where are the ST fuel trims suppose to be at because the guy had an ODB2 scanner hooked up to my car and was watching them. Air/Fuel was at 13.26 at 6624 rpm according to the dyno sheet. I have to agree with you on the tuning of these cars for max power in stock form. I just wish they gave a little more room to work with for mods rather than making all the parameters so tight. I'm going to take the spacer off when I get the j pipe. Then probably have my friend that has a speed shop and does exhaust work make me a custom catback system. I've looked at most all of the catback systems availible for the TL, and a lot of them are raspy and noisy. That tanabe system looks decent but I don't want the huge exhaust tips.

 

I ran low 13's:1 AF ratios on my cam'd RSX-s and would only assume the same general numbers would be good on the TL so your AF ratio number sound pretty good to me. I spent a ton of time tuning my KPRO and can really see where the TL would just spring to life with some good tuning. But what we got is what we got i guess.

 

yeah i can tune it with apexi neo

 

i took my car to a shop today for to tune the aem fic but they couldnt do
so they told me to get the afc neo, was wondering if it really going to work.

 

What do you mean they couldnt do it? They didnt know how to install it, or they didnt have the software to tune it? The FIC is the best solution for tuning the TL right. If you follow the turbo threads, thats what all of the turbo TL's are running.

 

does someone make a harness for the 3g tl so we can put and safc????? interested, if not anyone have a wring diagram on how to hook up the safc?

 

its not that hard to install the neo

 

Loot in front of the shifter theres my neo

 

how about a wiring diagram man? please

 

We do supply aem fic with aem jumper harness prewired for plug and play installation ,base map and cloosed loop adjustability via 02 sensor ...

 

Pass427... Where can i get said harness?

 

i wonder what a good tune would do on a NA engine with all bolt ons. maybe 10-15hp more?

 

Peak yes. I'm sure there would be gains of 15-20 in some spots in the powerband though...

 

i still wanna know how to wire a vafc/neo, and for the fic, how much?

 

There's still just not a whole lot a tune can do NA.

Once you hit the optimium AF for power and the maximum timing for a given octane, you're done. No more power to be had.

If you did a NA tune for 100 unleaded, you can throw a little more timing in there but still, I would be surprised at more than 20hp.

 

ok i been reading about how the ecu in the tl will reset even though u have a neo, so where can i oreder this aem fuel injector controller?

 

What brand A-pillar gauge pods are do you have in the picture?

 

I think they are s2000's gauge pods.