Originally Posted by vietxquangstah

What do you mean by that? The flash pro manager allows you to adjust ignition timing. Anyone can do it

Originally Posted by JJH

I'm well aware that anyone can do it.

Enjoy a short read I dug up while researching dyno tuning vs remote tuning:

Ignition timing is absolutely crucial and can only be set properly by accurate dyno data. Anything else is either dangerous or a compromise. Here's an excerpt from the white paper relating to this:
Populating an ignition table

This is the point where most amateurs fall down, and amongst professionals this is the aspect that tends to sort the wheat from the chaff.

The process of populating an ignition table accurately is a delicate one requiring a high degree of skill, a deep level of technical understanding and above all very sensitive measuring equipment.

To set ignition advance accurately the engine should be connected to a load control dynamometer; a device that can restrict and control the engines speed at the same time as returning live output readings to the calibrator.

The basic process goes like this

1. With the engine running at a fixed load and being held a fixed speed by the dyno, the calibrator will input ignition advance values that are deliberately too retarded to the appropriate area of the ignition table, this is to say that the spark event will be being deliberately fired too late in the cycle. Because of this the peak cylinder pressure point will be happening at a point also too late in the cycle, the result is a low output from the engine.

2. The calibrator will then slowly advance the ignition event in the engine cycle whilst critically keeping all other variables as constant as possible

3. As the ignition event is gradually advanced, the output readings coming from the dyno will rise and rise as the combustion event becomes more and more efficient.

4. As the timing of the peak cylinder pressure approaches the point in the cycle at which the piston and rod gain mechanical advantage over the crankshaft, the gains in output seen by the calibrator with each incremental movement in ignition advance will reduce until there is no gain at all, at this point the ignition timing is said to be set at minimum best timing or “MBT”.

5. At this point the job is done, at least for this one cell on the table, the calibrator now must visit every cell in the table by varying the engine speed bit by bit and the engine load bit by bit, the whole time being sure to control all other variables which might inadvertently affect the engines output and so skew the results or the continuous testing.

This is how it should be done, only after following this procedure is an ecu calibrator 100% sure what the ignition advance values need to be at all of the various areas of the table, in short you can’t tell the engine instead you must ask it.

Here's another excerpt:
In Summary

• It is very important never to guess whilst tuning an engine. To avoid guessing we must make real life measurements to use as vital feedback for confirming the accuracy of changes that are being made. A motor output measurement device is called a dynamometer, a good dyno system removes the need for any guesswork.

• Even an experienced professional ECU calibration engineer needs good quality measurement equipment in order to do good work. Regardless of any talent or experience the calibrator may have if they cannot accurately measure, then they are guessing.

• It is important to tune all of the areas of an ecu’s map. Some areas of the maps will rarely be used in day to day operation but these area’s still have the ability to damage your engine when they are found if they are ignored or guessed at. A load control dyno allows an operator to slowly and calmly explore all of the areas of a map.

• In order to reduce overall cost’s it is crucial that an ECU calibration is carried out by a knowledgeable and experienced professional, ECU calibration is a far larger subject than this basic guide may suggest. Whilst sometimes cheaper up front amateur ECU calibrators can be easily lured into making very costly mistakes, often just by having inadequate knowledge of the complex processes involved and the often far reaching effects of the decisions they are making.

• It is crucial to not put any body in mortal danger for the sake of car tuning, there are no good reasons to tune an ecu on the road.

The important thing is for members to understand the limitations of various methods in order to make informed decisions



Just some stuff to think about before deciding to get a remote tune is all.

Originally Posted by Richkid1102

Happy Turkey Day to you too MAS; looking forward to the next Central FL meet to see this beast in person!

Originally Posted by CLtotheTL32

Nice work!

Can you please describe your cleaning process for the exhaust? I don't have PCDs but my exhaust is starting to look pretty dirty like yours did.

Originally Posted by MAS

Originally Posted by MAS