Practical Reflash Tuning: Step 2: What Modifications Have Been Performed?
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Step 2: What Modifications Have Been Performed?
03.19
| 00:00 | The second step of our process is to understand what modifications, if any, have been performed as understanding the modifications is going to drive some of the decisions that we're going to make. |
| 00:10 | First of all, in choosing a suitable base map, we've chosen our 91 octane base map there, but you would have seen in the list of options there are some with more hardware modifications, so obviously choosing something that's going to suit your modifications makes a lot of sense there. |
| 00:27 | In particular, there with the new Bosch ECUs, these are as I've mentioned, MAF based, so anything you're doing around the intake track of the vehicle, this can influence or affect the mass air flow sensor calibration and scaling. |
| 00:42 | And if that's not correct then basically all bets are off as to the rest of the tune. |
| 00:47 | It's not too critical though because one of the steps we're going to look at very shortly is the process of actually dialling in our mass air flow sensor calibration. |
| 00:54 | So, if you don't have something that Hondata have supported with a base map for your particular intake, don't worry, we'll show you how to get that set up and dialled in quickly and easily. |
| 01:04 | The other aspect here with the vehicles is the fuel system, as I mentioned, this is a limiting factor on how much power we can make. |
| 01:11 | Hondata have a reasonably sophisticated complete suite of upgrade options for the fuel system and provided you're sticking with the Hondata options for fuel system upgrades, then it's as simple as choosing the fuel system components that you've got selected in the modifications window and all of the background characterisation data for the injectors, the fuel pumps, et cetera is automatically set up. |
| 01:33 | So, basically the car should start up and run just like it did in stock form, only with more headroom and capacity in our fuel system. |
| 01:41 | Another aspect to consider here is that with older cars that have gone through a number of owners before you've got to them, or if you're tuning commercially for customers, it might not always be immediately apparent what modifications have been made and perhaps the person who owns the car doesn't actually fully know what's been done in the past. |
| 02:01 | This is where just a good inspection of the engine bay and the car itself to see any sort of hidden modifications does make a lot of sense, this can again save a lot of time later on when you're chasing your tail trying to figure out why something isn't quite working as you'd expect. |
| 02:16 | Another consideration that I've already touched on when choosing our base file here is the fuel that is available. |
| 02:22 | Obviously, we are in the US here, so the US fuels, 91 octane we have available here in California, that's what the car is running, so of course I have chosen, that's why I chose that particular base file. |
| 02:35 | But remember the octane of the fuel that you've got available is going to really drive how knock sensitive the engine is going to be or in other words how much boost and timing you're going to be able to get away with. |
| 02:45 | So, obviously with worse grades of fuel, this is going to drive our decisions on how to adjust our timing maps and how aggressive we're going to be there. |
| 02:55 | Obviously, in our case with everything completely stock standard, this should be nothing to do here, but we've gone and made some changes to our MAF calibration to basically build in a bit of a fudge factor or error there, so that we can actually do some work here and show the process of scaling our mass airflow sensor. |
| 03:11 | Now, that we've considered our modifications or lack thereof, let's move onto the next step of the process. |
