So today i successfully tuned my supercharged S2000 myself, to cut a long story short i got annoyed with one tuner (limited time-scale/couldn't be bothered and TBH the map looked shit IMO) so I used a fella's dyno - he operated the dyno as i did the adjustments and looked at the graphs etc.

I already knew a fair bit about tuning, and operating the dyno/software, however more recently i read a good book to help me and played about a lot with the greddy software (I also thank some of our cousins from across the pond too).

I've gave this little greddy e-manage ultimate piggyback some bad press in the past but it came up trumps today , the car is running safer and added power too, with no issues/CEL lights. I think the first time around (a few year ago) my experience of the greddy was bad - the jumpers inside were not correct nor was the harness plus I didn't quite understand how the unit worked, this time i set the jumpers up correctly and adding wiring to alter vtec without setting off a p1259 code.

Its important to understand that the greddy EMU is a 'pre-processing unit' (a halfway house between a standalone and a piggyback), it directly controls the injectors, timing and vtec engagement unlike other piggybacks so it satisfy the stock ECU and doesn't get learnt over.

I wasn't quite happy with my previous set-up, due to running stock timing, a slight hesitation @3k rpm in partial throttle which has be eradicated (IMO it was the stock map sensor seeing boost for a split second) and using the MAP sensor voltage method to adjust fuelling even though it works and was quite successful.

Unfortunately today it started raining, this had a negative effect on the pressure and temperature thus lower power figures . Rewinding back to just running a vafc2+missing link and the dyno run 'that' day, the weather was a lot better 'then' than it was today, back then it was 15c room temp/1001mbar, today it was 20c/998.5mbar .

Summary of changes:

*Vtec dropped to 4k rpm (centrifugal SC's love vtec cam ), after doing tuned runs and setting the vtec very low then vtec high, the torque intersected at around 4krpm when i did an overlay of the graphs.

*Ignition timing retarded throughout, however slightly advanced in some places with the lower vtec point, no knock detected when using detcan's and monitoring torque drop, however i did detect knock/torque drop in some places when adjusting timing.

*Rev limit raised to a true 9000rpm - however i wont be frequenting this range much it was mainly a test, i may lower it back down.

*Fuelling smoothed, was initially a big unhealthy lean spike at the lower vtec point, its running at around ~12.2AFR tapered down right at the end of the rev range. However if i had more time I'd of liked to smooth the fuelling even more, see below.

*Preliminary adjusts for differing weather (very hot days etc) however this needs worked on and i may take it out.

*Partial throttle tweaked slightly in lower rev range to improve mpg and somewhat negate the 'slight' overfueling of RRFPR at low revs, will check if the stock ECU adjusts but probably not, fuel trims look better too.

*Greddy pressure sensor used, and stock map sensor voltage clamped so it doesn't see boost.

The torque app on my HTC desire phone for OBD2 logging came in very useful today to aid tuning a little. Also my mind was put at rest with max duty cycle rate, it was at 82%MAX so quite happy with that I expected it to be higher, the fuel pressure was also dropped a lot at idle, excellent .

Its worth pointing out i didn't go for headline figures with the timing (I backed off for safety), i could of gained a little power but isn't worth the risk.

Some tuners will either a) jack the timing up so much that your sailing close to wind and thus take out a spark plug, or b) jack it up for a run then lower it down afterwards, remapping companies are notorious for this, you'd be surprised how many disgruntled customers come in, one example was a rather flashy box fitted to a BMW 330d a while back.

So will it replace a standalone?, probably not however its bloody close. I looked at other standalone software and the greddy does around 80% of the functionality, but lacks some features like knock adjustment tables, 2 cam maps, better tracing, TDC, I-VTEC etc etc, more than 16 cell adjustment points . However anyone running low'ish power SC's and turbo's and even certainly N/A I'd recommend it, you can completely pull it out and revert to stock quickly and retain OBD2 features like CEL lights etc.

I'd of liked more time TBH but unfortunately I ran out of time, the fuelling could of been done with smoothing out slightly more (ignore 4k rpm and below on the graph that was later adjusted), this is where more adjustment points would have come in handy.

The car is definitely perkier for sure!, about 30seconds after finishing and driving home i nearly put the car in the ditch (thus wasted my work ) as the power comes on strong at 4k rpm and it was raining , the car makes slightly more bhp/lot more torque than at stock car a peak power just before 6k rpm.

A while back i stuck (i must say by the skin of my teeth) with a Evo mq340 with a non operating after-cooler as the wiring had come loose, which would have reduced power due to intake temps, so it would running much better now with a tune and a functioning AC.

The car originally was 231BHP with a AEM V2 a few years back so its definitely bumped up in power, however peak/max power isn't the be all and end all. The car did hit 'just' under 365BHP at one point but due to lack of time the room started to get a bit whiffy and my eye started to sting! (the extraction wasn't brilliant) thus this reduced the quality of air in the room regardless of front fan.

I have no doubt that on a good day with no extraction problems it would hit just shy of 370BHP and more torque. (ignore 4k rpm and below on the graph that was later adjusted).

A boosted S is not quite, but almost as fun a busty brunette

A special thanks to 'Urban_DK', and 'MugenRioS2k' for helping me.

 

Nice report, and I understood most of it, sounds like you had a fruitful day.

 

Awesome work! good on you for having a go yourself!

Any recommendations on the books you read on this subject?

 

Hellatuned

 

Good post!

Did you set any compensation factors in? Using water temp or IAT?

I have a spreadsheet that works out your compensation factors and interpolates between various temps(depending on what you can adjust) if you need it.

Did you use a throttle stop, to tune part throttle or did you generally just tune WOT?

 

How is the torque app coming along - I can only get it to log at around 5 second intervals, or did you just use it for various readings in real-time?

 

Thats a huge improvement !

How long till the smaller puller arrives?

 

Why are the lines so wobbly???

 

Keep up the good work.....

 

Lee_, Sure when i get home ill let you know the name of the book, hondata are good too.

Rob, i'm unsure what you mean? Do you mention weather station correction values for temperature, pressure etc if so yes I did. Partial throttle was using stopping and just pottering about plus idle STFT/LTFT.

Lovegroova, i haven't checked the spreadsheets but will do, i just used torque for intake temps and fuel trims and if any CEL codes popped up.

Wobbly, no smoothing was used plus if i had more time i could smooth fuelling (doubtful if it would make a massive difference) but the power is never going to be 100% smooth due to the rollers, graph is squished and other factors.