Less verbiage, more baselines.roland2003 said:Humourless OK baseline isnt totally pointless (just 'fairly pointless' ) Anything that is manufactured has production tolerance. If we used your baseline method we calibrate using a std CS of UNKNOWN output that also may have a small fault (airleak say) ,we wait 6mths and do a modified run. and compare output ? IMHO not the best way.
Heres another example: We do a baseline run on your CS,which just happens to give a crapy output of 155bhp. Not known at the time the reason the power was particularly low
was due to a well below average port size/alignment on head & manifolds. If we then flow the heads and gain a whopping 40bhp on this car,this will give an inflated figure as to power gains that could be expected on most cars.
If Im going to cheat Im going to cheat. To cheat using 'baseline calibration' (if you can call it that!) all I do is pull the pipe off that goes to my boostguage,so we get an airleak on the
manifold,do a run get a printout for say 153 bhp,go away plug the leak add say a new
exhaust (which is just about to go on sale) do another run and hey presto we have
165bhp. I then go away and market it as 'Adds 12bhp -- Rolling Road Proven!'
On top of that I can then go on to say to those who question it...' Yes AND the rollers read low aswell,,,,the std car only read 153bhp.' Customer says : ' WOW I'll have two of those then !'
Regards Roland GTT
You're welcome to express the point of view that it's unnecessary for a baseline graph to be plotted and posted. Mine differs. If one doesn't exist, then there's no way of proving or disproving a claim.LordNikon said:There is no baselines, that has already been said IIRC
Flogging a dead horse springs to mind
I'm baaaaaaack! Woo Hoo!chiptuning said:Not strictly true. 3 (simplistic) ways to increase bhp at same rpm -
1. Optimise AFR for given amount of air by remapping fueling.
2. Optimise AFR for given fueling by increasing the amount of air, assuming ECU won't compensate for this.
3. Optimise ignition timing for given octane rating.
Combinations of all 3 are normally used, but the point is that increasing bhp does not necessarily mean increasing air flow. That's how you tune a normally aspirated engine with just an ECU remap - adjust the fueling and ignition - since air flow stays the same.
doesnt the standard software adjust the timing and fueling?!?!?minimc said:....stock ECU/software AND injectors. So this precludes him changing fueling and or timing.....
...Curry the night before. LMAO!Tony*t3 said:.....
Therefore, is the Cooper S 163bhp (+/- 5%) (At see level) (measured at 20degree Celcius) (with low polution levels) (when the suns shining) (according to strict fuel quality) (when the testers had a curry the night before) ?
Short answer: Yes it does adjust timing and fueling (timing +/- 15 degrees I believe). But Roland can't manipulate this if he's using the OE ECU software settings and injectors. Under these circumstances the only variables he has control over are: air- creating higher boost, lowering pumping losses, fueling - octane level, and cooling- the cylinder and intake charge. So… NO he can’t adjust it via the ECU… not directly. Or else it wouldn’t stock now would itRedUn said:doesnt the standard software adjust the timing and fueling?!?!?
or is it just a case of the standard software maxxing out when running high power??