New Product RR-Racing ISF ECU Tune.... FINALLY!!!
#332
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Rafi posted the results on the first page, conservatively 30-40whp, but if you look at the chart it's more like 40-50whp. Now go apply that "gain" to whatever dyno you baselined on, then I say add a range of 30-50whp on top for "tuned" numbers.
I would expect an ISF that pulls 400whp on a specific dyno with Header/Exhaust would see 430-450whp after the flash.(on the same dyno)
#335
Sponsor
Thread Starter
iTrader: (1)
Oh okay, I just thought I'd answer since you asked what the total RWHP gains we can expect.
Rafi posted the results on the first page, conservatively 30-40whp, but if you look at the chart it's more like 40-50whp. Now go apply that "gain" to whatever dyno you baselined on, then I say add a range of 30-50whp on top for "tuned" numbers.
I would expect an ISF that pulls 400whp on a specific dyno with Header/Exhaust would see 430-450whp after the flash.(on the same dyno)
Rafi posted the results on the first page, conservatively 30-40whp, but if you look at the chart it's more like 40-50whp. Now go apply that "gain" to whatever dyno you baselined on, then I say add a range of 30-50whp on top for "tuned" numbers.
I would expect an ISF that pulls 400whp on a specific dyno with Header/Exhaust would see 430-450whp after the flash.(on the same dyno)
In the coming weeks we will see a range of gains. All I can do is assure everyone that the gains are real, you can really feel them, the tune is stable, and our dyno results speak for themselves.
I will go further to say that for those of you who are planning to dyno your cars, I urge you to datalog them as well on the dyno. That way we can evaluate your dyno data and work with you to make the tune even better if required.
Rafi
__________________
We Engineer Track Proven Upgrades For Your Lexus!
SUPERCHARGERS : ECU TUNING : SUSPENSION : EXHAUST : PPE MASTER DEALER
SUPERCHARGERS : ECU TUNING : SUSPENSION : EXHAUST : PPE MASTER DEALER
#336
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Thread Starter
iTrader: (1)
Great Questions for the majority CA modified IS F's
Also, many of us have spent countless hours / $ on the dynos.. Some personal... Some R&D..
What are the chances of giving on some before & after SAE corrected numbers set to 5, using 5th or 6th gear..??
No one on here uses uncorrected numbers or 4th gear.. (search dynos done last 7 years)
Many of us already know on average (DYNOJET) a base IS F bone stock is approx 350 RWHP.
Average Joe well made Catback Exhaust we're at 375 RWHP
Thrown in well made aftermarket headers and we break the 400 RWHP barrier..
Simple question..
In any of these scenarios, what is the total range of RWHP gains we can obtain from the TUNED ECU ??
Thanks for all your hardwork soo far..!!
Joe Z
Also, many of us have spent countless hours / $ on the dynos.. Some personal... Some R&D..
What are the chances of giving on some before & after SAE corrected numbers set to 5, using 5th or 6th gear..??
No one on here uses uncorrected numbers or 4th gear.. (search dynos done last 7 years)
Many of us already know on average (DYNOJET) a base IS F bone stock is approx 350 RWHP.
Average Joe well made Catback Exhaust we're at 375 RWHP
Thrown in well made aftermarket headers and we break the 400 RWHP barrier..
Simple question..
In any of these scenarios, what is the total range of RWHP gains we can obtain from the TUNED ECU ??
Thanks for all your hardwork soo far..!!
Joe Z
Those are good questions. I have some datalogs from California cars. The good news is that I am seeing basically the same ignition advance curves that I see on 93 octane cars. Seems like direct injection is effective at negating some of the theoretical limitations of 91 octane.
Also in searching the web for ISF dynojet results, I am always surprised that some of the highest are in California!
The bottom line is that we should most of the gains even on 91 octane. But in the case you are racing your car and need that little extra punch, you can just use a 1/2 can of Torco Accelerator and you will have much better than 93 octane.
It is extremely hard for me to anticipate the exact range of gains everyone will see. I have seen dyno plots posted on the net over 400whp with headers... I can tell you that based on our testing, and on the Dynojet we use, there is no way that is happening without the tune. There are very big differences in the ignition timing, fueling, cam, and torque maps that give us the HP and TQ gains we are quoting.
Rafi
__________________
We Engineer Track Proven Upgrades For Your Lexus!
SUPERCHARGERS : ECU TUNING : SUSPENSION : EXHAUST : PPE MASTER DEALER
SUPERCHARGERS : ECU TUNING : SUSPENSION : EXHAUST : PPE MASTER DEALER
Last edited by RRRacing; 01-24-16 at 05:32 AM.
#337
Rafi,
I went through this entire thread but I still had some questions.
1. Will this tune would work on a STOCK or Cat-Back only (with stock catted headers/primary cats intact) ISF? If so, what would we expect in terms out how much power we would gain?
2. Will this tune work with 91oct fuel? That's all we got here in California.
I went through this entire thread but I still had some questions.
1. Will this tune would work on a STOCK or Cat-Back only (with stock catted headers/primary cats intact) ISF? If so, what would we expect in terms out how much power we would gain?
2. Will this tune work with 91oct fuel? That's all we got here in California.
#338
Advanced
iTrader: (5)
Those are good questions. I have some datalogs from California cars. The good news is that I am seeing basically the same ignition advance curves that I see on 93 octane cars. Seems like direct injection is effective at negating some of the theoretical limitations of 91 octane.
Also in searching the web for ISF dynojet results, I am always surprised that some of the highest are in California!
The bottom line is that we should most of the gains even on 91 octane. But in the case you are racing your car and need that little extra punch, you can just use a 1/2 can of Torco Accelerator and you will have much better than 93 octane.
It is extremely hard for me to anticipate the exact range of gains everyone will see. I have seen dyno plots posted on the net over 400whp with headers... I can tell you that based on our testing, and on the Dynojet we use, there is no way that is happening without the tune. There are very big differences in the ignition timing, fueling, cam, and torque maps that give us the HP and TQ gains we are quoting.
Rafi
Also in searching the web for ISF dynojet results, I am always surprised that some of the highest are in California!
The bottom line is that we should most of the gains even on 91 octane. But in the case you are racing your car and need that little extra punch, you can just use a 1/2 can of Torco Accelerator and you will have much better than 93 octane.
It is extremely hard for me to anticipate the exact range of gains everyone will see. I have seen dyno plots posted on the net over 400whp with headers... I can tell you that based on our testing, and on the Dynojet we use, there is no way that is happening without the tune. There are very big differences in the ignition timing, fueling, cam, and torque maps that give us the HP and TQ gains we are quoting.
Rafi
#340
Instructor
iTrader: (6)
So...find any organic compound matching these two characteristics, and you have a good octane booster. Yes, there are caveats--ethanol is an octane booster, but it absorbs water (water corrodes metal components of the fuel system).
Anyway, compounds like the aromatics, alkenes, detergents, even chelating ligands increase the octane rating of fuel. I don't wanna go more into the chemical properties of each of these classes (too much to write) and how they work in an internal combustion engine, but much like you should read the ingredient label on food you purchase, the same goes for octane boosters (if applicable).
Rafi uses Torco, and it's basically just race fuel concentrate (this contains things like toluene and MMT)--YES, it will work, google the compounds ;-)
#342
Lexus Champion
iTrader: (9)
What are the chances of giving on some before & after SAE corrected numbers set to 5, using 5th or 6th gear..??
No one on here uses uncorrected numbers or 4th gear.. (search dynos done last 7 years)
Many of us already know on average (DYNOJET) a base IS F bone stock is approx 350 RWHP.
Average Joe well made Catback Exhaust we're at 375 RWHP
Thrown in well made aftermarket headers and we break the 400 RWHP barrier..
Simple question..
In any of these scenarios, what is the total range of RWHP gains we can obtain from the TUNED ECU ??
Thanks for all your hardwork soo far..!!
Joe Z
No one on here uses uncorrected numbers or 4th gear.. (search dynos done last 7 years)
Many of us already know on average (DYNOJET) a base IS F bone stock is approx 350 RWHP.
Average Joe well made Catback Exhaust we're at 375 RWHP
Thrown in well made aftermarket headers and we break the 400 RWHP barrier..
Simple question..
In any of these scenarios, what is the total range of RWHP gains we can obtain from the TUNED ECU ??
Thanks for all your hardwork soo far..!!
Joe Z
As Mr. Z stated, many of us have used the Dyno as a tool to see if we can garner some HP from a few bolt-ons. The standard has become the Dynojet Dynamometer. And it has been standard practice to use 6th gear, because it is the direct 1 to 1 ratio through the transmission. Whether this is right or wrong is not in question because it has become the standard on this forum. IMHO, it is the correct standard, but again that really doesn't matter.
Why you can not achieve those numbers is mystifying to me. I've personally seen two ISF's run using the criteria I outline above. One is mine (I actually ran the runs) and the other a friend. I produced close too 393 WHP and my Friend produced 400 WHP. I have the graphs to prove it, but I'm sure you've seen them already. I have a Takeda Intake, PPE Exhaust (with Hi-Flow Cats) and Headers. My friend has an Injen Intake, JoeZ Exhaust (No Cats) and PPE headers. I believe I'm lower due to the cats, but I personally believe running cats is the responsible thing to do. But, that's just me.
So, please don't say we can not approach 400WHP with I/H/E, because through the years it's been proven that we absolutely can.
I Believe Mr. Z is being a bit to generous with the numbers he stated. It's been my experience that a stock ISF produces somewhere between 340HP to 345HP at the wheels. With I/H/E 400WHP certainly is within reach.
Now, again I applaud your efforts and I am a customer. I own you control arm bushings (USRS System) and your Racing Air/Oil Separator. Both are well designed products and I luv 'em.
Again, Best Of Luck with the Tune, if I can be of any help please let me know.
Lou
#343
Lead Lap
iTrader: (7)
I have been watching this thread with interest and the predecessor thread in the general ISF forum since you guys starting talking about your ECU mod less than a month ago. I do know you have been working on it longer than that, so my hat's off to you folks for finally coming up with a solution we all have been looking for, for so long. It also seems that another tuning company, R/T Tuning is also able to tune the ISF & the RCF. They appear to be located very close to you. Don't know if that's a coincidence or the tune was developed by the same guy, Steve Pearson
As Mr. Z stated, many of us have used the Dyno as a tool to see if we can garner some HP from a few bolt-ons. The standard has become the Dynojet Dynamometer. And it has been standard practice to use 6th gear, because it is the direct 1 to 1 ratio through the transmission. Whether this is right or wrong is not in question because it has become the standard on this forum. IMHO, it is the correct standard, but again that really doesn't matter.
Why you can not achieve those numbers is mystifying to me. I've personally seen two ISF's run using the criteria I outline above. One is mine (I actually ran the runs) and the other a friend. I produced close too 393 WHP and my Friend produced 400 WHP. I have the graphs to prove it, but I'm sure you've seen them already. I have a Takeda Intake, PPE Exhaust (with Hi-Flow Cats) and Headers. My friend has an Injen Intake, JoeZ Exhaust (No Cats) and PPE headers. I believe I'm lower due to the cats, but I personally believe running cats is the responsible thing to do. But, that's just me.
So, please don't say we can not approach 400WHP with I/H/E, because through the years it's been proven that we absolutely can.
I Believe Mr. Z is being a bit to generous with the numbers he stated. It's been my experience that a stock ISF produces somewhere between 340HP to 345HP at the wheels. With I/H/E 400WHP certainly is within reach.
Now, again I applaud your efforts and I am a customer. I own you control arm bushings (USRS System) and your Racing Air/Oil Separator. Both are well designed products and I luv 'em.
Again, Best Of Luck with the Tune, if I can be of any help please let me know.
Lou
As Mr. Z stated, many of us have used the Dyno as a tool to see if we can garner some HP from a few bolt-ons. The standard has become the Dynojet Dynamometer. And it has been standard practice to use 6th gear, because it is the direct 1 to 1 ratio through the transmission. Whether this is right or wrong is not in question because it has become the standard on this forum. IMHO, it is the correct standard, but again that really doesn't matter.
Why you can not achieve those numbers is mystifying to me. I've personally seen two ISF's run using the criteria I outline above. One is mine (I actually ran the runs) and the other a friend. I produced close too 393 WHP and my Friend produced 400 WHP. I have the graphs to prove it, but I'm sure you've seen them already. I have a Takeda Intake, PPE Exhaust (with Hi-Flow Cats) and Headers. My friend has an Injen Intake, JoeZ Exhaust (No Cats) and PPE headers. I believe I'm lower due to the cats, but I personally believe running cats is the responsible thing to do. But, that's just me.
So, please don't say we can not approach 400WHP with I/H/E, because through the years it's been proven that we absolutely can.
I Believe Mr. Z is being a bit to generous with the numbers he stated. It's been my experience that a stock ISF produces somewhere between 340HP to 345HP at the wheels. With I/H/E 400WHP certainly is within reach.
Now, again I applaud your efforts and I am a customer. I own you control arm bushings (USRS System) and your Racing Air/Oil Separator. Both are well designed products and I luv 'em.
Again, Best Of Luck with the Tune, if I can be of any help please let me know.
Lou
He said ,"based on our testing, and on the Dynojet we use"
With Rafi's method of testing (4th gear, hood closed ect, plus the Fabspeed dyno) he would not see 400WHP without a tune. He never said it was impossible on another higher reading dyno..