Street Tuner

300ml of octane booster poured into your tank isnt going to change the Specific Gravity of the fuel too much...I think someone has slipped up here and come out with something that in hindsight after some very wild claims that they should not of made...at least publicly. The bottom line is that the people that use this forum as a sounding board for learning ideas are going to get THE very wrong idea from all this 300rwkw safe AFR injector stuff and possibly destroy their engines trying (or making their tuners try). This is no good for the workshops involved but even more so no good for this forum or the XR6T scene in general with owners potentially winding up with scrap metal under the bonnet and a bad taste in their mouth about cars which most are passionate. Its good in a way that Trough Lolly has come clean and admitted that for a genuine and driveable 300rwkw he needs to upgrade the injectors. Hopefully some of the smarter stuff he has read on this forum convinced him of this. That and the dyno sheet that no one has been allowed to see. It would be ghastly at best.

You have stated many times now (which I have already quoted one instance of) that your injectors are big enough for SAFE AFRs at 302rwkw....Now why do you want bigger injectors for 290 - 300rwkw? I know the answer of course (its called physics), but I think you owe it to the rest of the forum. After all, we are here to learn.

If you guys want a sword fight go to a public urinal...who knows, you might find a toilet biscuit looking for some bigger injectors there! Pumped, there are newer, and very good generic tunes now, send your box back to CAPA and get the latest and greatest loaded in. You wont regret it

Subies, I dont know or particularly care (not my thing). Some Nissans have weak coils like the RB25DET engine found in the R33 GTS. They always need the gaps shut because the coils are so poor. The upgraded coils on the GTR are another kettle of fish altogether. As a test we completed a mid 10 second pass using standard coils and plug gaps using 26psi of boost (10psi stock). Either a manufacturer is serious about supplying high quality hardware for their engine or they aren't. Ford have chosen cost over function in this instance. Vik....be careful he bites

Unfortunately you are quite incorrect yet again. Sequential firing of a multi-coil setup gives each coil a much larger saturation time at high rpm to store the charge required to arc over the spark plug gap. Consider how much charge saturation time a single coil that fires all six cylinders has compared to a dedicated coil for each spark plug, then understand my statement, which is technically 100% correct. The only time the gap has to be closed is when the coil doesnt have enough output or 'arc over' voltage to jump the plug gap, as is sometimes the case when raising the boost on the XR6 Turbo. I dont understand how abusing Vik is going to improve your understanding of the physics involved in a modern ignition system, but if it makes you feel good, then it cant be all bad

Yes octane booster will increase the power potential of the fuel by raising the octane slightly. However if there are still 'safe AFRs' available at the existing 302rwkw on stock injectors (regardless of the fuel octane) how are bigger injectors and an even 'safer AFR' going to make more power?

So whats octane booster going to do to the injectors potential to deliver fuel flow? I'll save you the thinking time here.....NOTHING

Well if you made 302rwkw "SAFELY" before, why do you need larger injectors to generate 290-300rwkw now? Its a simple question, and your dodging the issue will just confuse more readers. Answer the question

Why the need for larger injectors to reach 290-300rwkw on a daily driven map? Last time you alledgedly produced 302rwkw on the stock injectors you had this to say - So...err...why waste money on injectors? By previous calculation bandied about here the factory injectors are good for 337rwkw at stock fuel pressure. All of which indicates you still have another 35rwkw of fuel flow left. Or so you would believe. This thead could potentially confuse some of the genuine guys that are trying to understand how stuff works

This is the first report of any problem with the basic tunes we supply dealers, and there are plenty out there using them. However they are just that a 'base'. I would suggest that you may possible be trying to put the wrong processor code in the incorrect vehicle and causing some kind of transmission mismatch. The simple answer to this is to physically read the processor code off the side of the factory PCM and create a new program - using the correct processor code - incorporating all of the changes in the supplied file. This should take around 5 mintues, and give you a definitive answer.

How long have you had your Flash Tuner pumped81? Just trying to work out what revision tune you MAY have in it

Many of these cars have problems with poorly fitted hoses particularly around the throttle body, and loose clamps straight from the factory. I suggest you have a look at a few cars before categorically stating 'none' of thes problems occur. In the year 2005 adding 5psi of boost on a multi coil sequential ignition engine should not result in spark misfiring problems if the system is specified correctly. Maybe on a 1985 Cordia turbo. These days suffering spark blowout on a modern generation engine is a very rare occurence indeed, and generally points to a manufacturer using parts with output regarded as 'marginal' which is why some Ts with suffer this issue and some wont. This is what I have learned from 20 years of tuning high performance turbo engines.

Unfortunately 10psi is starting to get to the limits of the Ford quality control and engineering 'think tank'. At this boost level you CAN run into problems such as faulty valve springs, spark blowout (too wide a factory gap), poorly fitted hoses from factory, cheap clamps falling off on parts of the system. All normal stuff to anyone that knows these cars well. Right? All of which is why we supply a lower boost 8psi map. For those that are less than mechanically minded, and dont know how to tighten a hose clamp, or recognise lifter pump up due to valve spring float, this is the program for you. When installed the 8psi map will give performance above and beyond that of the factory program without butting heads against the quality and design gremlins that Ford build into these cars. Having said that there are some cars (the majority actually) that are built 'right' off the production line which never have a problem at 10psi.....

Errr....English please? What is the actual problem? Im just a little confused as your text doesnt contain much detail

One would hazard a guess that the settings are not right in your program then

Sorry Adam the batteries are flat in my crystal ball, so guessing whats wrong with your car will be fraught with danger. I would suggest that you go and see Nizpro again and put the car on the dyno. Seat of the pants power gains/losses are generally difficult to gauge correctly without the right tools. Being the only tuner I know of to have in cylinder combustion pressure analysis gear Nizpro now have the functionality of altering knock sensor gain tables (sensitivity) to suit your engine. This should help you

The power results between BA and BF so far have been very close. Regardless of the power rating from the factory its still the factory injector running out of duty cycle (regardless of the fairy tales you might read on here) that becomes the limiting factor with either model.

I personally disengage the knock sensors when tuning the engine on the dyno. The whole concept is to give the engine an ignition timing table that doesnt ping (I.e. its right), and then turn on the knock sensors at the end as a fully functional engine protection mechanism. To tune with the knock sensors engaged may give the situation where the engine is riding the knock sensors the whole time, which in turn reduces engine protection on the street. It is my belief that any tuner that goes searching simply for a big power number (unless the car is being built specifically for dyno competition work...and even then...whats the point) particularly from an XR6T in stock guise, is an imbecile.

A good tune is one that adapts to the atmospheric conditions and the fuel quality in the car. All of which can and will give fluctuating power outputs depending on the scenario of the dyno run. Its the tune that plods out the same power time after time without protections and corrections in place that is a danger to the mechanicals.

Set the stock plugs to 0.8mm and no more problems. Its a common task with the 'T'

Yes Xcal2 is capable of logging to a laptop using the CAPA Livelink software. The only advantage of this would be to a genuine enthusiast that can interpret the data the laptop is supplying. All of the tuners already have this access to this function (logging) which is most important when initially tuning the car, rather than looking at the data retrospectively, so once more the difference isnt large

The 'new product' the Xcal2 is programmed by exactly the same software as the existing CAPA Ford Flasher (Xcal1). Therefore its tuning capabilities will remain identical as will the power gains. This product wont be offered for Australian Falcons till close to the end of the year, and then it will only be to standardise hardware with the CAPA Expensive Daewoo Flasher.

You more than likely only need a screwdriver to fix it....

Can anyone say boost leak? That will be it. Either off the compressor outlet, or at the throttle body. One or the other....

Its unfortunate that the tuning experience you had leaves that thought in your mind.