LAFENATU said:
SnakedMark8 said:
Someone has been feeding you a line. It can be done and has been done for years. I couldn't begin to even count how many I've done.
What software?
:rollinglaugh:
Look, I am not about to be a dick but, I guess that is why Rick Anderson, Chris Johnson, Jimmy LaRocca, Jim D'amore, Bob Kurgan, Craig Radovich (Pro 5.0), Ed Curtis...etc. don't know anything and they use meters calibrated for injectors for absolutely no reason, right?
How are you going to run a meter calibrated for 24's, use 42's and make 450-500 RWHP and keep the meter from pegging?
That’s funny, because you definitely are. And you don’t have a clue as to what you are talking about.
Nice list of names, you’ve been reading too many mags and Internet bench tuners. Some of those names don’t even belong in amongst the others. Do you know any of these people personally? Have you ever sat down with any of them and talked about tuning, cars, racing or anything? I have, can you say the same? They all would tell you that you don’t have a clue and instead of listening to someone that does and has been tuning for years you rather start some flame war to prove what? I came here to help out someone, point them in the right direction and try to save this person some money and you attack me by being a dick. You treat people the way you want to be treated I always say but when they decide to be a dick you treat them the same. It’s readily apparent that you have no idea how a MAF works let alone anything about tuning.
Let me give you a little back ground, those people you listed would still be stuck using the old methods of tuning by fooling the EEC’s strategy if it wasn’t for a single individual back in the early 90s. Back then tuning was a black art and even those that were able to do it new very little about how the EEC really worked. Because of this these people came up with ingenuous ways to fool the EEC in order to get the result they wanted. These included the so called calibrated MAFs, the FMUs, TPS adjusters, MAF adjusters, recurved TFI modules, slapping in 160 degree Tstats and the single bank chip. The single bank chip had very restrictive limits because no one had cracked Ford’s coding. Ford offered a pass through setup that basically changed the fuel and timing at most. AFM came out with their pass through but it was still just as limited. EEC Tuner came on the scene and people took to this since it was the best thing out there but still the software could only read a single bank from the EEC. Basically they didn’t have access to all of the EEC’s programming.
Then along comes Jerry W a Ford engineer in the drive train section of Ford’s development branch. He was Ford’s calibrator, he wrote the coding for the EECs right up until 04. In his spare time he developed his own software for aftermarket tuning. Who else better than the actual Ford calibrator to develop a more user friendly software for tuning than that? And with his knowledge of the coding he had access to all the parameters in all the EECs. During his development of this software he traveled all over the US conducting dyno tune sessions. Not just to make money and tune vehicles but to gather as much data from as many different vehicles and different combinations that he could so that he could evaluate each and every aspect of his software and how to make it work or make it work better just like he did for Ford. While he was doing this he allowed curtain people that he trusted the use of the software in order to further test it and allow us to gather data for him. He taught us how to really tune a vehicle with the computer, not guess or trick it like 95% of those at the time were doing. During this time is when I also met Chris Johnson, Pete Campbell and David P. When I would set up a dyno session for Jerry to come out they would all fly in and stay at my place where you would spend 18 plus hours just tuning, talking tuning and so on each day. While others were still using single bank chips from Autologic, cookie cutter programs from Diablo and Superchips blowing engines and transmission up we were making history with multi bank chips and blowing the other away at the track. Those three a few years later went on to start what is now SCT. When they released their Pro Racer Package software it wasn’t too much later that these other tuner companies because backward engineering the software so they wouldn’t be left behind. To this day the SCT software can’t be beat. Sure there’s cheaper stuff out there but it doesn’t compare to this stuff. I’ve used most of what is out there. With that being said, those others that you have mentioned have all benefited from Jerry’s work as I have. I’m still in contact with Jerry and Chris Johnson. I just talked with them both a little over a week ago. You want to seal the deal? Call SCT, 407 774-2447, ask for Chris. Then ask him my name Lonnie Doll and he will tell you. While you have him on the phone tell him you can’t tune a calibrated 24 lb MAF for 42s, or ask any of the techs there.
Now as for the calibrated MAF BS, did you even bother to read my post that I linked above before spouting off? You apparently are under the misconception that the MAF is calibrated for the injector size. When in fact it is the EEC that contains the calibration for the injectors. I’ve seen way too many people think that just because the got a 94 Cobra MAF and a set of 24 lb injectors that all they have to do is install them and they are good to go. This is so wrong. The only so called calibrated MAFs are aftermarket. If you read my post you would see where I explained how these MAFs fool the EEC and thus throw off your load calculations in which throws off your fuel and spark tables. Then in some instances with automatic transmission cause them to shift erratic.
You are also under the misconception of what a Pegged MAF is. The Ford MAF has a range from 0 – 5 volts. The EEC maintains a set resistance across the heated elements inside the MAF. As airflow (mass) increases it cools the elements to where the EEC has to increase the voltage to keep the set resistance. That voltage increase is calculated in direct proportion of mass air entering the engine in the EEC. This is where it comes up with your load percent and why it is so important to correctly calibrate your MAF in the EEC and not by soldering resistors in the sensor. When the mass of air coming into the MAF exceeds the maximum output (5 v) you end up with a pegged MAF. It has nothing to do with injector size.
Now let’s take this MAF that is so called calibrated for 24s. What they have done is soldered resistors in the sensor to reduce the output of the MAF’s sensor to the EEC. So now you have the same mass of air entering the MAF as before but it now reads at a much lower voltage. This in turn make the EEC see a lower load and so it thinks less air is entering the engine and shortens the injector pulse width. This is how it fools the EEC. And now also your spark and fuel tables are off. A good tuner can make the corrections in the programming to bring this back to the correct load. The tuner can also make the changes in the programming for the larger injectors and rescale the MAF to work with the 42 lb injectors.
If the tuner isn’t competent enough to do this then he can opt for something like a MAF extender or Mafia to rescale the MAF.
:ass3:
