Practical Reflash Tuning: Introduction
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Introduction
03.38
| 00:00 | In this worked example we're going to be applying the HPA six step reflashing process to this 2017 Honda Civic Si. |
| 00:08 | It's a completely 100% stock standard vehicle and to do the reflashing we're going to be using Hondata's Flash Pro system which includes their Flash Pro manager tuning software as well as their Flash Pro OBD2 to USB interface. |
| 00:23 | The 10th gen Civic itself rolled out in 2016 and this marked a fairly significant shift away from the high revving K series engine that was naturally aspirated in the previous generations, this was the engine that Honda enthusiasts had come to know so, well and love. |
| 00:41 | The 10th generation however was fitted with the L15B7, a 1.5 litre direct injected turbocharged engine that runs continuously variable cam control on both the intake and the exhaust cams, however without VTEC. |
| 00:56 | Now, this was a reasonably divisive engine when it first came out, however since it has proven to be an exceptional platform for the tuner market, and with the stock engine producing around 205 horsepower and 192 pound foot of torque, with no hardware modifications and only a tune, it's possible to get 30 plus horsepower at the wheels gain over stock. |
| 01:20 | Once you start adding some hard parts such as intake and exhaust systems, more power is possible, however both the turbocharger and the fuel system on the engine are limiting factors there and of course it is difficult to upgrade the fuel system with direct injected engines, however as we get into this worked example, we will be talking about some of the options. |
| 01:41 | Essentially an engine with the right supporting modifications can produce somewhere in the region of 350 plus wheel horsepower. |
| 01:49 | So, again it has proven that the L15B7 is an exceptional platform. |
| 01:54 | This generation of Civic also marked quite a significant shift in Honda's direction in terms of how they actually control the engine. |
| 02:02 | Previous generations such as the B series and the K series engine ran speed density systems with a manifold absolute pressure sensor. |
| 02:10 | The 10th generation L15B7, Honda have moved with their Keyhan ECU to a mass airflow sensor based system, it's also a torque based ECU as you'd expect with something that's relatively modern. |
| 02:22 | I know a lot of tuners are put off by tuning mass airflow sensor calibration tables, but really when you understand the process, it is relatively quick and easy to complete and a properly calibrated mass airflow sensor means that the rest of the tuning is really straightforward hopefully which we'll see as we get into this worked example further. |
| 02:42 | One other note on the airflow meter for this particular vehicle, it is a frequency based airflow meter and with a frequency based airflow meter, it means that scale or resolution is less of an issue than a analogue voltage based mass airflow sensor. |
| 02:57 | So, this is unlikely to become a choke point on this particular engine any time soon. |
| 03:04 | Now, if you are interested in the Civic Type R, then we have a separate worked example that covers the tuning on that platform. |
| 03:11 | There's a lot of similarities, but there are also some significant differences there. |
| 03:15 | Particularly in, so much as the Type R Civic runs the Bosch MED17 ECU instead of the key hand, so significant difference in the electronics there between the two, but again if you're interested in the Type R, you can check the Type R Civic specific worked example. |
| 03:32 | Now, that we know what we're dealing with, let's get into the process. |
