Where do many tuners go wrong when it comes to wide-open throttle and steady-state tuning? Find out along with a ton of commonly asked questions covered on knock, gear selection for tuning, dynos and ramp runs.
Using a 630HP Mast Motorsports 7L LS7 V8 powered Porsche 996 GT3 Cup Car equipped with a Hollinger 6 speed transaxle and MoTeC M150 ECU as an example in this [#TECHTALK] we're going to dive into the steady-state tuning process used to get not just more power, but better economy and reliability out on the race track.
The differences in inertia and load bearing dynos that allow for this process are covered (you can also simulate this on the street via left foot braking) are explained along with where closed-loop knock control can be invaluable, hint, it's not to make up for bad tuning. Selecting your gear for tuning along with the compromises around that choice are covered plus why it is a bad idea to launch straight into ramp run tuning with a fresh ECU, MoTeC or otherwise.
0:00 - Where Tuners Go Wrong
1:06 - Load Bearing Dyno
1:32 - Inertia Dyno
2:20 - Steady State Tuning
3:40 - Where To Use It
4:05 - Wide Open Throttle (WOT)
4:28 - Ramp Runs: Setting Up For Success
5:12 - 996 GT3 Cup Car
5:42 - Choosing A Gear
6:04 - Starting At Low RPM
6:26 - Steady State Engaged
6:54 - Fuel Tuning: MoTeC M150 'Quick Lambda' Function
8:10 - Closed Loop Trim
8:56 - Ignition Tuning
9:14 - Knock Detection
09:32 - Closed Loop Knock Control
09:55 - Knock Control Doesn't Save You From Bad Tuning
10:06 - Making Your Tuning Changes
11:17 - Start Small With Ramp Runs
12:14 - Difference For Driver
12:38 - Learn More
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