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A good tune ?

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Hello all,

I often hear or read (most in relation to stock sleeves blocks) you need this and that, and most definitely you need "a good tune", is there a special approach for tuning stock sleeve block ?

From my understanding, stock sleeve limitations are power / boost (not torque).

If someone can clarify that issue that will be great, thx.


what king of engine block you say

In my case it's a b16a2 block, it's not relevant, it refers to all engines.

I assume you are talking about modifying street cars. Often the manufacturer delivers the car tuned for the worst case conditions (low octane fuel, high ambient temperatures, etc). Tuning that takes advantage of higher octane fuel, or is calibrated to take advantage of bolt-on modifications (like header, exhaust, replacement intake) can deliver more power, or better drive-ability.

So as HPA tag line goes -- "tuning is science that you can learn". Nothing special just a careful logical approach, and test changes to see what the engine wants. Best way to measure those changes in a street car is typically with a chassis dyno.

Dear David, thank you for your input.

I know all that, you missed the point, ir i didn't explain it well enough.

I meant if there's a special approach to tune a stock engine block (aftermarket internals)..


If someone tells you you need "a good tune" because the engine is on a "stock sleeve block", personally I'd find someone else to listen to. ALL engines will benefit from a "good" tune.

The difference between a good and bad tune is how close the engine is to "optimal". Of course, and as mentioned by David, people will have different definitions of "optimal", a racer will want optimum power/torque, a manufacturer will want reliability, easy starting, good economy and drive-ability.

However I expect most good tunes would be somewhere near optimum for any given configuration.

If an engine is limited by cylinder strength, possibly due to the stock sleeves being adequate for a performance increase (more likely, the surrounding material supporting the sleeves is good enough), then you need to be careful on the selection of components to limit the impact to the stress on the bores. Depending on how "weak" the cylinders walls this would mean limiting RPM and/or boost. You can also help by having lighter and better balanced rotating components. Or you can fix the bore strength issues with thicker stronger sleeves, bracing, water jacket fill etc.

You really to need to know the limitations of any given engine in relation to the type of modifications you intend to apply. Generally speaking if you are going for normally aspirated and an RPM increase, stock liners probably will not be an issue unless you are going really mad. If you are going forced induction then a lot of sleeved engines will have an upper boost limit before bore flex starts to hinder power/reliability. This is where a decent engine builder is worth their weight in gold.

Once the engine is built to the correct spec, then its over to the engine mapper to get the fuel and ignition right.

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