I thought there was a thread floating around with the settings, I didn't run across mine. I never set it up on the car, and was wondering what everyone is using.

Yes I know there is going to be some custom'z for each setup, but a good base to start with would be appreciated.

Currently on an AEM v2.

Would be beneficial for others as well I'm sure.

 

43 views, and 0 replies, come on, lol.

 

I honestly can't remember my settings right now but I don't have anti-lag or ignition cut setup so it is only a soft limiter.

I was talking with wy2slow, he said he was on the phone with inline pro and they were explaining to him how they think that 2 step has been destroying s2000 valvetrains. He had something to do with the valve and cam lob clearance and that essentially the retainers would get damaged to the point where they would fail. I haven't spoken to them myself but I was also told that inlinepro designed a valvetrain setup on Carey Bales's exhaust side that could handle the abuse of the two step (cams, keepers, reatiners etc.).

Zack also mentioned that his retainers always looked fine to him until his third and most recent tune where he first enabled two step. After that he noticed pitting on the retainers.

 

My settings:

Input: Switch always on
MAX VSS: 5mph
Fuel cut: 5200rpm
Ignition cut: 5000rpm
Retard rev: 12000rpm

Under the wizard menu the ignition cut is disabled.

 

No question it adds un-due abuse on the valvetrain, and I would be overly nervous about doing it on a stock head...but my head isn't stock. Valve/springs/retainers.

This is for when I hit the track, not at a stop light, lol.

Thanks for posting.

 

I'd like to know what these numbers mean, and how one can adjust it.

Max VSS is when the 2 step get's disabled anything over 5mph for example.
Fuel cut:: assuming it starts to cut fuel at this point ?
Ignition cut: again, where it cuts spark?
Retard rev: 12000rpm, I have no idea?


Why is ignition cut lower than fuel, and why a 200 rpm difference?

 

Since ignition cut doesn't do anything in my case it shouldn't matter where it is set. If I was to turn on ignition cut to a soft/medium/hard cut then I would want it lower than my fuel cut.

The idea of anti lag is to push fuel through the motor without ignition to have the combustion happen outside of the cylinder where the hot explosive gas flows right into the turbine housing.

Retard rev im not sure but most likely ignition timing related

 

i dont use mine at the track, more to just have fun. i know sounds stupid. i barely ever use it.

2step input switch always on
2step fuel cut 5700 rpm
2step ignition cut 5250 rpm
2step ok below vss 10 mph
2step retard rev 5000 rpm


if i lay into the throttle softly i can build some boost and hit the rev limit softly. if i lay hard into the throttle, i can get it to back fire and build a shit ton of boost.

 

Thanks Cman, any idea what the part in bold does?

 

i believe this

at 5k aem starts retarding timing
at 5250 it cuts it hard
at 5700 it will cut fuel

so apparently when i lay into it hard its dumping fuel and cutting ignition, hence the pops. my valve train prolly hates me when i do that.


hopefully evans tuning or someone with a lot more knowledge then me can chime in.