Lonnie
Blue Oval Chips
Wayne, I don’t know enough about the Evan’s NPG to really make a worthwhile comment. When I first heard about it years ago I figured it was another gimmick and haven’t paid any attention to it. I just refreshed myself on it after your post and I’m not convinced. They offer no real evidence data in their write-ups. They talk about elevated temps and how an engine is able to withstand the increased temps with their product. This elevated temp will decrease emissions like they say. But as an engineer’s stand point elevated temps also decrease power in a gasoline engine. Also does that mean your engine is actually now operating at a much higher temp than it was designed? If so then programming would have to be addressed in all aspects at a calibration level. Also, these 4V engines are already known for eating valves and valve guides on the 7 and 8 cylinders due to bad cooling design. So with elevated temps I can see problems develop there much quicker. I didn’t read anywhere that it said it reduced the heat of an engine or I missed something. Or do you run a much cooler Tstat since this fluid absorbs or retains the heat longer. How long does it take before the fluid at the Tstat reaches opening temp and what is the engine temp when it does. If the engine does run cooler then there are some benefits and more evaluation is needed. I know that there are some racers that use something like this for their track only vehicles. These are nitrous burning type vehicles with most of the coolant passages filled with engine concrete. There’s a lot of testing that would need to be done in order to figure out if there are any benefits and then what really needs to be changed in the calibrations to keep an engine alive. I don’t have an answer for you, I just don’t know.
Bryan, yes the light show narrow band O2 setups are just that, light shows. We had another thread going that discussed these and why you need to use a real wide band setup. I posted a link in that tread with a comparison of the commonly available units also. For the most part, they are getting cheaper but then you also get what you pay for. I try and push customers into getting a good wide band when they start going towards intake setups, forced induction and nitrous kits. It’s just added insurance and a lot cheaper than having to buy a new engine.
As for tuning, I don’t put out exact figures but what I calibrate for is 12.5 – 12.8 a/f for normally aspirated vehicles. Depending on their mods and what they are wanting. A heavily modified vehicle or forced induction will dictate something else. 12.8 to 13.2 if they are looking for more economy. As far as timing, that is another one of those depends on the vehicle mods, miles, condition and the stock calibrations. These Marks even though there are only a few different calibrations they vary quite a bit.
I haven’t tried the Moates stuff yet. I learned with an EEC Tuner back when there was no EEC editor software to help, so it was all 1s and 0s. I got spoiled when Jerry W came up with his own software to which eventually became the Advantage used by SCT. So going backwards is not my idea of fun. Tweecer RT now has gotten better. I like the fact that you can data log the EEC IV with it. It’s still missing a lot of parameters that I would like to see added but for the most part it works. And unless for have a few thousand to spend on a real data logging setup that will work on the Mark this is about the best you will get for now.
Bryan, yes the light show narrow band O2 setups are just that, light shows. We had another thread going that discussed these and why you need to use a real wide band setup. I posted a link in that tread with a comparison of the commonly available units also. For the most part, they are getting cheaper but then you also get what you pay for. I try and push customers into getting a good wide band when they start going towards intake setups, forced induction and nitrous kits. It’s just added insurance and a lot cheaper than having to buy a new engine.
As for tuning, I don’t put out exact figures but what I calibrate for is 12.5 – 12.8 a/f for normally aspirated vehicles. Depending on their mods and what they are wanting. A heavily modified vehicle or forced induction will dictate something else. 12.8 to 13.2 if they are looking for more economy. As far as timing, that is another one of those depends on the vehicle mods, miles, condition and the stock calibrations. These Marks even though there are only a few different calibrations they vary quite a bit.
I haven’t tried the Moates stuff yet. I learned with an EEC Tuner back when there was no EEC editor software to help, so it was all 1s and 0s. I got spoiled when Jerry W came up with his own software to which eventually became the Advantage used by SCT. So going backwards is not my idea of fun. Tweecer RT now has gotten better. I like the fact that you can data log the EEC IV with it. It’s still missing a lot of parameters that I would like to see added but for the most part it works. And unless for have a few thousand to spend on a real data logging setup that will work on the Mark this is about the best you will get for now.