Practical Standalone Tuning: Introduction
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Introduction
02.15
| 00:00 | - In this worked example, we're going to be applying the HPA 10 step tuning process to this 1991 Honda GA2 City. |
| 00:07 | The car has been fitted with an engine swap, the engine is a Honda B18C Type R engine that's been sourced from a DC2 Integra. |
| 00:16 | Internally the engine is completely stock however it's fitted with some basic common bolt on upgrades, specifically it's got a four into one stainless header running into a custom built 2.5 inch straight through exhaust system. |
| 00:30 | The intake system is also modified with a freer flowing intake an an aftermarket air filter. |
| 00:35 | The ECU that we've fitted to this car is the MaxxECU race variant. |
| 00:40 | However the worked example is going to be 100% applicable irrespective whether you're running the race of the street variant of the ECU. |
| 00:47 | We've also taken the opportunity to fit Maxx's PDM20 power distribution module to control some of the functionality in the car and we are using a CAN based switchpad or keypad for this as well. |
| 01:00 | To keep this worked example very focused solely on the tuning, we will be largely ignoring the power distribution module side of this MaxxECU installation however. |
| 01:11 | If you do want to learn more specifically around the power distribution module, how that functions, and how that is set up, this will be included at a later point as a worked example in our PDM course so you can look for it there. |
| 01:24 | The car itself is going to be used primarily for competition use so this includes hill climbs as well as circuit racing. |
| 01:32 | For this reason, some of the creature comforts of the car are no longer included which will affect our tuning to a degree as we'll see as we go through the worked example. |
| 01:41 | Specifically one of these examples is the fact that the engine no longer runs a idle speed control motor so we're going to need to factor this in with our calibration. |
| 01:52 | The car is also running on pump gas and this is obviously important to know because this is going to affect both our calibration as well as how the engine will respond to ignition timing and how sensitive to detonation it's likely to be. |
| 02:06 | Now that we know what we're going to be facing here in this worked example, let's move on and we can get started with our first step. |
