Practical Standalone Tuning: Introduction
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Introduction
01.36
| 00:00 | Now that the engine is idling correctly, and we're confident that everything is in good order, it's time to head to the dyno and we can begin the actual tuning process. |
| 00:09 | We start with what is called steady state tuning where we can hold the engine at a fixed RPM and load and then tune the individual cells in the fuel and ignition maps. |
| 00:18 | This is the most accurate way of tuning an engine as it lets us ensure the tune is correct at every combination of load and RPM. |
| 00:26 | If you do this properly, you end up with an engine that makes great power and torque, is smooth and responsive, and offers great fuel economy. |
| 00:34 | It does require a load-bearing dyno rather than an inertia dyno though. |
| 00:39 | For simplicity, we're going to break steady state tuning down into fuel and ignition tuning since when you're learning it's best to concentrate on one task at a time. |
| 00:49 | There is a belief held by some tuners that changing the ignition timing will alter the air/fuel ratio and hence the two need to be tuned simultaneously. |
| 00:57 | We can dispel this theory by simply looking at what is happening during the engine cycle. |
| 01:03 | The fuel was introduced to the cylinder before the intake valve closes, and by the time the intake valve is closed, the ratio of fuel and air in the cylinder is set. |
| 01:12 | The ignition event doesn't happen until much later and it can't have any effect on the air/fuel ratio. |
| 01:18 | Once you've become more proficient at tuning, you will tend to swap backwards and forwards between the fuel and ignition tables and tune them together, but save this for once you're a bit more familiar with the process and comfortable with the dyno and the laptop. |
