![]() ![]() One of the first is: are we controlling fuel only, or fuel and ignition? While many ECUs have a lot of other functionality, what we need first and foremost to get our project up and making noise is fuel and spark. There are a handful of decisions we’re going to need to make upfront before pulling the trigger on a particular ECU. See if there is an MSPNP option for your combination and start tuning today! Fuel and Spark On top of all that, these units are pre-loaded with startup maps with all the fuel and ignition settings pre-made, taking the guesswork out of the equation and getting you up and running in the quickest way possible. This not only can free up some flow by taking the MAF restriction out of the intake but eliminates the limitations inherent in the MAF sensor itself. Another advantage that sometimes gets overlooked is the option to ditch the factory airflow meter or MAF on equipped vehicles. This opens the door to modifications the original equipment computer could never handle, like boost control, launch strategies, nitrous control, closed loop AFR, engine safeties, and a host of others. These systems are powered by the same processing power and take advantage of the same tuning interface as all the other MeqaSquirt products, but come packaged in a unit that directly replaces your factory engine management computer, plugging into your existing wiring harness. Imagine going from your stock engine control module to a full-function programmable standalone ECU in less than an hour! MSPNP makes this a reality. Getting the AFR right at idle is pretty easy, but things like IAC settings, timing, etc.are not so easy and take time and experience.MSPNP Pro for the E36: There is no quicker and more painless way to take advantage of everything a standalone ECU has to offer than with the MSPNP.īefore we jump into the various standalone ECU options best suited for your application, we need to talk about the powerful MSPNP or “Plug and Play” offerings. I know this seems trivial, but it is one of the most challenging yet super important things to get right. I have invested HOURS into tuning the idle. In addition to tuning the base fuel table, there are hundreds of other parameters to fiddle with, so you have to be able and willing to take on the challenge of learning what thos things do and how it will effect your drivability. The "self tuning" part is only for the base fuel table (this is the same for all other self-tuning systems out there). I have a Holley Dominator system in my 67 Cougar. The real question you should be asking is whether or not you are ready to learn how to tune. You need a tuner that will take the time to drive the car, log, tune, drive, log, tune.rinse repeat. If you are not going to make a lot of changes to your combination in the future, keeping what you have might be the best option. The choice is up to you, but it should mostly be based on your willingness to put in the time to learn to tune. I am not saying you should go with one system or another. ![]() Fiddling with the injector end angle parameters will help a lot and the Holley can do this, but again, this would be considered an advanced tuning function. I bet this cam has quite a bit of overlap and that is something that is hard to tune out. The raw fuel is most likely due to your cam specs. Getting the AFR right at idle is pretty easy, but things like IAC settings, timing, etc.are not so easy and take time and experience. In addition to tuning the base fuel table, there are hundreds of other parameters to fiddle with, so you have to be able and willing to take on the challenge of learning what those things do and how it will effect your drivability. Please register or login to enable Dark Mode.Hot Rod Power Tour/ Pump Gas Drags/ Drag Week.Gen 5 Camaro Tuning, Diagnostics, Dyno results. ![]()
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