BOP reflashed PCM is in
Senior Member
Joined: Sep 2001
Posts: 1,433
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From: cincinnati, ohio
the other thing, as i read through the nonesense is some people are actually saying the thing is compensating,
if it was compensating, the a/f would be at a 10.9 with the nitrous too, bottom line,
just like guys can run a 2lb pulley without a chip on most trucks. it's not because of the "compensation ability" it's the simple fact the truck has a relatively safe tune to start with.
SO IN CONCLUSION IT HAS NOW BEEN PROVEN THAT THE "CAL'D" PCM DOES NOT COMPENSATE FOR SQUAT
if it was compensating, the a/f would be at a 10.9 with the nitrous too, bottom line,
just like guys can run a 2lb pulley without a chip on most trucks. it's not because of the "compensation ability" it's the simple fact the truck has a relatively safe tune to start with.
SO IN CONCLUSION IT HAS NOW BEEN PROVEN THAT THE "CAL'D" PCM DOES NOT COMPENSATE FOR SQUAT
Senior Member
Joined: Jan 2002
Posts: 164
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From: Central Florida
Originally posted by hslightnin
12 to 1 is messuring percent o2 correct? 12% would also be correct?
and tail pipes being leaner becouse the cats? good point never thought that
1350 is kinda cold isnt it 1450 is gas 1250 on methinol
been a few years but i think that what i ran
this might sound like a "flame" but its not
12 to 1 is messuring percent o2 correct? 12% would also be correct?
and tail pipes being leaner becouse the cats? good point never thought that
1350 is kinda cold isnt it 1450 is gas 1250 on methinol
been a few years but i think that what i ran
this might sound like a "flame" but its not
1350 is what I run but you could run higher. I don't care to tune my carbureted street vehicle to the edge.
Jim
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Joined: Jan 2002
Posts: 164
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From: Central Florida
Originally posted by Gen2 Lightning
Everyone, do not attempt to tune for maxmimum power safely with an EGT gauge on a FI vehicle. That's NOT safe, or very accurate, by any means.
12.0 to 1 + is about the limit I would have ANY forced induction or any Nitrous equipped vehicle running at, and that's when they are running good octane.
Everyone, do not attempt to tune for maxmimum power safely with an EGT gauge on a FI vehicle. That's NOT safe, or very accurate, by any means.
12.0 to 1 + is about the limit I would have ANY forced induction or any Nitrous equipped vehicle running at, and that's when they are running good octane.
Jim
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Joined: Jan 2002
Posts: 164
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From: Central Florida
Originally posted by beefcake
the other thing, as i read through the nonesense is some people are actually saying the thing is compensating,
if it was compensating, the a/f would be at a 10.9 with the nitrous too, bottom line,
just like guys can run a 2lb pulley without a chip on most trucks. it's not because of the "compensation ability" it's the simple fact the truck has a relatively safe tune to start with.
SO IN CONCLUSION IT HAS NOW BEEN PROVEN THAT THE "CAL'D" PCM DOES NOT COMPENSATE FOR SQUAT
the other thing, as i read through the nonesense is some people are actually saying the thing is compensating,
if it was compensating, the a/f would be at a 10.9 with the nitrous too, bottom line,
just like guys can run a 2lb pulley without a chip on most trucks. it's not because of the "compensation ability" it's the simple fact the truck has a relatively safe tune to start with.
SO IN CONCLUSION IT HAS NOW BEEN PROVEN THAT THE "CAL'D" PCM DOES NOT COMPENSATE FOR SQUAT
Jim
RIF - READING IS FUNDAMENTAL
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Joined: Jul 2002
Posts: 155
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From: Dallas
Beefcake, every time the truck was run with the NO2 system's fuel pressure regulator vacuum line working as the kit was designed the truck ran rich (10.9:1-11.3:1). Even with diferent sized jests and no NO2 the AFR stayed rich. Then we decided to take the NO2 vacuum line kit off and the truck stayed around 12.2:1-12.5:1. Also, the AFR would progressively get richer as the RPM's went up.
Fact is that you were not there to see it in person. You did not see the AFR change in real time as I did. You did not see the dyno operators change jets and get around the same AFR, I did. For my application, a set in stone chip is not an option. I don't want to send my chip in every season to get a re-tune. And to coment on your suggestion to get a 4 program chip and get a summer tune, winter tune, race tune and a towing tune, I think that is a waste of money, and the type of mentality that the tuners want you to have. If you throw enough money at a problem you will eventually solve it.
Fact is that you were not there to see it in person. You did not see the AFR change in real time as I did. You did not see the dyno operators change jets and get around the same AFR, I did. For my application, a set in stone chip is not an option. I don't want to send my chip in every season to get a re-tune. And to coment on your suggestion to get a 4 program chip and get a summer tune, winter tune, race tune and a towing tune, I think that is a waste of money, and the type of mentality that the tuners want you to have. If you throw enough money at a problem you will eventually solve it.
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Joined: Jul 2002
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From: Downey, CA
Originally posted by jmimac351
Beefcake, you mentioned yourself that you didn't bother reading through the posts. I am sure you missed the post Nate made about the NOS system messing with the fuel regulator on the baseline. It helps to take time to read things you are going to critique.
Jim
RIF - READING IS FUNDAMENTAL
Beefcake, you mentioned yourself that you didn't bother reading through the posts. I am sure you missed the post Nate made about the NOS system messing with the fuel regulator on the baseline. It helps to take time to read things you are going to critique.
Jim
RIF - READING IS FUNDAMENTAL
Senior Member
Joined: Sep 2001
Posts: 1,433
Likes: 3
From: cincinnati, ohio
Originally posted by jmimac351
Beefcake, you mentioned yourself that you didn't bother reading through the posts. I am sure you missed the post Nate made about the NOS system messing with the fuel regulator on the baseline. It helps to take time to read things you are going to critique.
Jim
RIF - READING IS FUNDAMENTAL
Beefcake, you mentioned yourself that you didn't bother reading through the posts. I am sure you missed the post Nate made about the NOS system messing with the fuel regulator on the baseline. It helps to take time to read things you are going to critique.
Jim
RIF - READING IS FUNDAMENTAL
Senior Member
Joined: Sep 2001
Posts: 1,433
Likes: 3
From: cincinnati, ohio
Originally posted by 03Lightning
Beefcake, every time the truck was run with the NO2 system's fuel pressure regulator vacuum line working as the kit was designed the truck ran rich (10.9:1-11.3:1). Even with diferent sized jests and no NO2 the AFR stayed rich. Then we decided to take the NO2 vacuum line kit off and the truck stayed around 12.2:1-12.5:1. Also, the AFR would progressively get richer as the RPM's went up.
Fact is that you were not there to see it in person. You did not see the AFR change in real time as I did. You did not see the dyno operators change jets and get around the same AFR, I did. For my application, a set in stone chip is not an option. I don't want to send my chip in every season to get a re-tune. And to coment on your suggestion to get a 4 program chip and get a summer tune, winter tune, race tune and a towing tune, I think that is a waste of money, and the type of mentality that the tuners want you to have. If you throw enough money at a problem you will eventually solve it.
Beefcake, every time the truck was run with the NO2 system's fuel pressure regulator vacuum line working as the kit was designed the truck ran rich (10.9:1-11.3:1). Even with diferent sized jests and no NO2 the AFR stayed rich. Then we decided to take the NO2 vacuum line kit off and the truck stayed around 12.2:1-12.5:1. Also, the AFR would progressively get richer as the RPM's went up.
Fact is that you were not there to see it in person. You did not see the AFR change in real time as I did. You did not see the dyno operators change jets and get around the same AFR, I did. For my application, a set in stone chip is not an option. I don't want to send my chip in every season to get a re-tune. And to coment on your suggestion to get a 4 program chip and get a summer tune, winter tune, race tune and a towing tune, I think that is a waste of money, and the type of mentality that the tuners want you to have. If you throw enough money at a problem you will eventually solve it.
the first dyno sheet is the only n/a one and it shows an a/f of 10.9 the rest are at 12.4, why not post the matching sheet if it's there?
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Joined: Sep 2001
Posts: 1,433
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From: cincinnati, ohio
originally posted by me b4 any dyno results were shown in a previous thread
i'm happy for nate, but again, the only difference is he now has a better program for his truck, it's not that because it's done on the PCM makes it any better, and, i guarantee you, off the nitrous, his power will be down compared to people with identical mods for the simple fact that the "reflasher" will have put in plenty of room for safety with the 75 shot,
like i said, i loved my 4 way chip,
run on the street at great power, when i want to be more aggressive at the track and run 98 or higher octane, i had the ability to add 3 more degrees of timing and boom, theres another .10, when i wanted to run nitrous, flip again, less timing, but still maximum power for the shot i was running,
once it got cold, flip to cold weather to still run aggressive, but safely,
YOU WILL NOT GET ALL THAT WITH THIS REFLASH,
the simple fact that you cant get the extra power with the higher octane turns me off,
i guarantee you, if nate runs 100 octane unleaded, he's going to lose power because the fuel will burn too slow for his program,
i'd love to know the timing he's running, ect.., i wonder if he has any idea?
i'm happy for nate, but again, the only difference is he now has a better program for his truck, it's not that because it's done on the PCM makes it any better, and, i guarantee you, off the nitrous, his power will be down compared to people with identical mods for the simple fact that the "reflasher" will have put in plenty of room for safety with the 75 shot,
like i said, i loved my 4 way chip,
run on the street at great power, when i want to be more aggressive at the track and run 98 or higher octane, i had the ability to add 3 more degrees of timing and boom, theres another .10, when i wanted to run nitrous, flip again, less timing, but still maximum power for the shot i was running,
once it got cold, flip to cold weather to still run aggressive, but safely,
YOU WILL NOT GET ALL THAT WITH THIS REFLASH,
the simple fact that you cant get the extra power with the higher octane turns me off,
i guarantee you, if nate runs 100 octane unleaded, he's going to lose power because the fuel will burn too slow for his program,
i'd love to know the timing he's running, ect.., i wonder if he has any idea?
hmmm did i say the n/a program would be pig rich? is it? yes
10.9 vs 12.4, i don't care about the excuses, the charts posted speak for themselves
Senior Member
Joined: Sep 2001
Posts: 1,433
Likes: 3
From: cincinnati, ohio
Originally posted by 03Lightning
Beefcake, every time the truck was run with the NO2 system's fuel pressure regulator vacuum line working as the kit was designed the truck ran rich (10.9:1-11.3:1). Even with diferent sized jests and no NO2 the AFR stayed rich. Then we decided to take the NO2 vacuum line kit off and the truck stayed around 12.2:1-12.5:1. Also, the AFR would progressively get richer as the RPM's went up.
Fact is that you were not there to see it in person. You did not see the AFR change in real time as I did. You did not see the dyno operators change jets and get around the same AFR, I did. For my application, a set in stone chip is not an option. I don't want to send my chip in every season to get a re-tune. And to coment on your suggestion to get a 4 program chip and get a summer tune, winter tune, race tune and a towing tune, I think that is a waste of money, and the type of mentality that the tuners want you to have. If you throw enough money at a problem you will eventually solve it.
Beefcake, every time the truck was run with the NO2 system's fuel pressure regulator vacuum line working as the kit was designed the truck ran rich (10.9:1-11.3:1). Even with diferent sized jests and no NO2 the AFR stayed rich. Then we decided to take the NO2 vacuum line kit off and the truck stayed around 12.2:1-12.5:1. Also, the AFR would progressively get richer as the RPM's went up.
Fact is that you were not there to see it in person. You did not see the AFR change in real time as I did. You did not see the dyno operators change jets and get around the same AFR, I did. For my application, a set in stone chip is not an option. I don't want to send my chip in every season to get a re-tune. And to coment on your suggestion to get a 4 program chip and get a summer tune, winter tune, race tune and a towing tune, I think that is a waste of money, and the type of mentality that the tuners want you to have. If you throw enough money at a problem you will eventually solve it.
if the chip isn't right it doesn't cost you anything to get it reburned.
so, your saying if nate decides to get a 200 shot, then he can run it safely without being "recal'd" again. i say PROVE IT, i see a/f's in the 13 to 14 range with a 200 shot,
Senior Member
Joined: Sep 2001
Posts: 1,433
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From: cincinnati, ohio
yeah, so what's your point, i still do!
WHERE ARE THE "fixed" DYNO GRAPHS
if the problem was fixed and corrected the predicted fat a/f ratio, where are the dyno's, why were the "unfixed" dyno's even posted?
WHERE ARE THE "fixed" DYNO GRAPHS
if the problem was fixed and corrected the predicted fat a/f ratio, where are the dyno's, why were the "unfixed" dyno's even posted?
