EFI Tuning Fundamentals: Final Conclusion
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Final Conclusion
02.36
| 00:00 | - So this brings us to the end of our EFI Tuning Fundamentals course. |
| 00:04 | I hope that you've enjoyed this course, and that it's helped extend your skills and perhaps filled in some blanks in your tuning knowledge. |
| 00:11 | There has been a lot of information for you to take in, so I urge you to go back and revisit any modules that you feel you need to understand better. |
| 00:19 | Remember this course is yours for life so you can review any part of it at any time. |
| 00:24 | I'm going to take a moment now to recap some of the aspects of this course that I feel are the most important for you to understand and remember. |
| 00:32 | Our job as an engine tuner is the deliver the correct amount of fuel to the engine, and ignite the air and fuel charge at the correct point in the engine cycle. |
| 00:41 | And I'm going to cover the key elements of those two parts of tuning again here. |
| 00:46 | Remember that when we're tuning the fuel delivery we need to match the mass of fuel being delivered to the mass of air the engine's consuming. |
| 00:53 | And when we're discussing the amount of fuel being delivered, we use the units of air-fuel ratio, or alternatively units of lambda. |
| 01:00 | The air-fuel ratio we choose to use will depend on the load on the engine, and under high load we'll use a richer air-fuel ratio that contains more fuel. |
| 01:09 | This richer mixture ensures we achieve maximum power by properly combusting all of the available oxygen in the cylinder, as well as providing additional fuel to help cool and control the combustion charge. |
| 01:20 | When we're tuning the ignition table, we're trying to start the ignition event at the correct point in the engine cycle so that we can achieve peak cylinder pressure at approximately 16 to 18 degrees after TDC. |
| 01:33 | This is known as MBT timing, and will result in maximum torque at the crankshaft. |
| 01:39 | The correct ignition timing is a constantly moving value that will depend on the current engine RPM and load, as well as many of the design aspects of the engine you're tuning and even the particular fuel the engine is running on. |
| 01:51 | Remember that our two general trends with ignition timing are that as RPM increases we need to advance the ignition timing. |
| 01:58 | Whereas if we increase airflow into the engine, we need to retard the timing. |
| 02:03 | Lastly, we always need to be actively monitoring for knock during any tuning session, as this is the biggest killer of any performance engine. |
| 02:11 | Knock is an abnormal type of combustion where pockets of unburnt fuel and air spontaneously combust, causing large pressure spikes in the cylinder that can be very damaging. |
| 02:22 | If you've enjoyed this course and you want to extend your tuning knowledge, the next step is to start gaining some practical experience. |
| 02:28 | And in the next module I'll discuss the steps you should be considering taking. |
