I myself don't know much about tuning. I understand the basis of most of it but not the entirety
of how it is done. I found this article from one of our sponsors very helpful
http://www.hybrid-racing.com/articles.html#
HONDATA SEMINAR NOTES
Hondata Notes
These notes were taken by Darren Kattan and William Davidson of Hybrid Racing Enjoy
Myth Busters
Cold Air Intakes work well, opt for plastic instead of metal. Metal intakes conduct heat. AEM
V2 intakes are good because of the Resonance Point and also the heat shield.
Headers decrease backpressure and are great to tune on RSX motors because you can set valve
overlap for cylinder scavaging.
Mugen Chips disable most error codes so problems won’t get detected. They run extremely rich
and can cause damage to engine.
The processor inside of OBD 2 ECUs is read only, non reprogrammable
VTEC should be a very smooth transition. VTEC feels faster when it “kicks” because a person is
better at feeling an instant change in horsepower than an overall increase in horsepower.
High Octane fuel doesn’t vaporize immediately; it will melt pistons on the exhauststroke.
Always use the lowest octane possible for your application to ensure complete combustion.
Miscellaneous
Resonance point (bottle blowing) on AEM 3500rpm V2 is 5900 rpm. The longer the pipe, the
lower the resonance point. At 4000, will also help 8000.
Air Fuel Ratio Determined on Dyno will generally run 1 half point richer on the street.
On an RSX, the wideband sensor doesn’t give out a linear voltage output, it is current driven
(digital). Don’t hook it up to an Air Fuel Ratio gauge. Hook the gauge to the Narrowband sensor
instead.
When tuning, set the Rev limit 500 rpm above peak horsepower
03 Civic SI 0-60 time can decrease by an entire second by raising the Redline 500 rpm above the
peak horsepower. Change Redline to 7600.
This increases the Average horsepower because you are adding a huge chunk of area to the
chart.
Don’t set past 8300. Valves will start bouncing.
03+ RSX Type S Valves bounce at 9300; Redline can safely be set to 8600. Internals are the
same as the Type R. 8600 is the Type R redline.
Use bigger injectors on superchargers especially because they take more fuel than turbos to make
the same amount of power.
Part Throttle tuning is very important and hard to do. Most street cars spend 99.9% of their lives
at part throttle.
When tuning, use computer to disable knock sensor. Knock sensor can and will
retard ignition timing causing false readings.
For Naturally Aspirated cars, ideal Air/Fuel ratio at Wide Open Throttle is 13.0 – 13.5
For Forced Induction cars, ideal Air/Fuel ratio at Wide Open Throttle is 11.5-12.5
When tuning for emissions, add 5 degrees timing between 1200-3500 rpm, use launch control to
heat cat.
When using ROM Editor, always check for newest versions of ROM files. (File, Convert Rom)
Numbers on fuel map represent how much fuel is delivered per revolution (Representative of
Injector Duration).
Fuel curves in 2D mode should be flat not bumpy. They should never intersect. Usually a 4-2-4
ratio. 4 lines on bottom, 2 in middle, 4 on top. Boost curved will be very flat and smooth.
VTEC Tuning
Tune low VTEC maps first, then tune high VTEC maps
Set VTEC very high (7000) then set VTEC low (3000)
Nitrous Tuning
Dry kits are easier to tune with Hondata than wet kits.
Begin tuning by adding a lot of fuel and measure air/fuel ratio. Cut back fuel until ideal air/fuel
ratio is achieved.
On cars where rev limit is fuel based wet nitrous systems can provide enough fuel to keep
the engine spinning beyond the redline, but not enough to do this safely. The engine can lean out
and severely damage your car. To prevent this, set the nitrous to shut off before hitting the
redline.
Data Logging
Map sensor drop off because of Ventury effect or restrictive intake. Plug map sensorclose to the
#4 intake. Bigger throttle body, non restrictive intake.
Intake manifold acts as a big heat sink. Disperses heat into the intake air. Hondata gasket reduces
intake air temperature, gives more part throttle power because air in the manifold is colder and
denser.
Hondalogger can read long and short term fuel trim. Also can log multiple recordings in one file.
Fuel trim is dependant on O2 sensor. Make sure you have a good O2 sensor after you are
finished tuning. Fuel trim gets screwed up with bad O2 sensor
Wideband
K-series Tuning
Look up cam angle, then look at ignition at that cam angle, then look at fuel at that cam angle.
To do high cam, set all cam angles to 50, then tune fuel and ignition. Ignition doesn’t change
much; fuel can change up to 10% between all maps.
When engine is cold, cam is set to fully retarded position. Takes 10 seconds from start
for engine warm up procedures to take effect and for cam to unlock.
.5 degree per click for ignition timing for K series, .25 degree per click for OBD 1
Don’t let anyone believe that setting VTC (cam timing) at one fixed point will help anything.
(VTC killer cam gear)
Honda doesn’t trust Americans to put good fuel in their cars, so they tune for crap fuel.
Cam and Camcmd is a sensor that tells the ECU where the cam is.
Bracketing, raise cam timing (+5), and then lower it (-5), see at what points you gain and lose
horsepower.
Just before VTEC switch, start moving the cam to where it needs to be after VTEC (needs to be
all the way advanced for VTEC so start advancing) so that it doesn’t have to move 30 degrees at
the VTEC engagement point.
Wild Cams
VTC likes to be at 50 degrees for superchargers all the time. High and low cam. Loves overlap.
Advance means more overlap. More boost doesn’t mean more power, because the pressure in the
manifold is building when the cams aren’t set right. This is why other vehicle manufacturers use
MAFs.