I personaly don't see where the FPR would help here. You already gain the ability to cut or add fuel with the VAFC alone, so what is the purpose of the FPR. Maybe I am missing something?? I tuned the VAFC myself on the dyno and got 17 peak HP with a much nicer curve. Very easy to do if you have access to a Dyno with a cool operator.

Jeff

 

[QUOTE]Originally posted by sireousrex
[B]I personaly don't see where the FPR would help here. You already gain the ability to cut or add fuel with the VAFC alone, so what is the purpose of the FPR. Maybe I am missing something?? I tuned the VAFC myself on the dyno and got 17 peak

 

Look at this thread titled "FPR and V-AFC", for different opinions.

In order for V-AFC to cut or add fuel, the duration of the injection is varied. The tuning with afrp allows the amount of fuel to a given injection duration to vary as well, thereby allowing one to optimize tuning to that extent. I am not a hardcore mechanic or engine tuner, so others might have somthing else to say about it.

 

9906, I'm not sure what's going on, but your numbers sound VERY low. What dyno was it done on? What were the ambient conditions?

I agree that 200 is not much more than 199, but I would be suspicious of the low initial numbers (that something was wrong, which may have contributed to the low VAFC numbers/differential.

Yes, not all cars respond to tuning... but most of the SAME cars will. Even within one model, not all cars are the same, but they are usually not THAT different. All I can guess is that if the VAFC was tuned with the Mugen ECU, it had already leaned things out to what is optimal (I hear it does this anyhow).

 

Yeah, I also had a junky baseline at 186 HP. The fuel maps were WAY rich accross the entire RPM range, like 10:1 if not richer. I finaly got it all leaned out very uniformly after 18 runs. We did allow for cooling, but there was probably some heat soak which effected the numbers one way or the other. My final pass was at 203 to the rear wheels.

I will be going again soon to see if my exhaust made any impprovements and will post a chart after that. Good luck

 

[QUOTE]Originally posted by marcucci
[B]9906, I'm not sure what's going on, but your numbers sound VERY low. What dyno was it done on? What were the ambient conditions?

 

Hey 9906, I'm curious as to how things happened with the tuning session. The notes say Mugen ECU and VAFC. Is that correct? If so, I'm a little concerned. The one Mugen ECU car I dyno'd was about as lean as I want to see a car. Around 14:1 A/F ratios across the board except right around VTEC. In my experience, that's about the optimum mixture (measured after the cat) for a normally aspirated S2000. I'm not sure there's much to do with the VAFC if you have the Mugen.

Do you have any charts showing A/F ratios?

UL

 

Prolene, Thanks for the help.

9906, Where did you get your dyno tune at?

 

[QUOTE]Originally posted by ultimate lurker
[B]Hey 9906, I'm curious as to how things happened with the tuning session.

 

Ouch, sounds like they probably aren't the right place, or maybe the tuner was having a bad day. They don't need to be S2K experts, just need to do a little homework on the car. The VAFC is pretty easy to tune.

VTEC definitely shouldn't be engaged below 5500 rpm on the vast majority of cars - the result you got is pretty normal in my experience if you violate that rule.

Most dyno shops don't want you too close to the vehicle while tuning (for safety), but they should come explain to you what they've done and why. Kind of like a doctor explaining test results, etc.

Good luck on your surgery, we're pulling for you. As for house calls, I do make them (have done two so far). But the plane flight to MD might be a bit much for the relative benefit I provide :-)

UL

[QUOTE]Originally posted by 9906
[B]

Then they plugged in the A'pexi V-AFC and started tuning.