(This is the continuation of my ongoing Build story) I dropped the car off at ACSP in Laval last night to give the tuner (Pat) enough time at his own pace to take care of the little things that needed to be done before we could tune, and he agreed to call me up when it was ready for the dyno so I could be there to setup the boost controller and watch the whole thing. Check out this video, its sort of an intro clip to the story:
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Then he had to weld in a bung for his Wide-band O2 sensor, socket my ECU to accept the new tune and lastly install the bigger 660 cc Fuel Injectors, which were just cleaned and flow tested but were apparently quite difficult to get inside the oem fuel rail, but he managed.
|Mustang Dynamometer Rolling Road|
On the Mustang Dyno there's the possibility that the wheels will slip sometimes on the rollers and you can see blips in the torque and power curve, but these are easy to spot as they will both dip sharply at the exact same time, and only for a brief second until the wheels get traction again.
|Large cooling fan for Intercooler Radiator while Tuning the Engine|
|Chain lock and straps holding down car during engine dyno tuning|
|Remapping the ECU during Dyno Session|
I made it clear from the beginning that my goal was not power out right, but more reliability. What good is power if you blow the engine in a week! So he continued to refine the maps and eventually got up to 360 whp in 3rd gear, we were all amazed that 15 PSI was able to hit such good power numbers, and the power curve was smooth as hell too! If you like the customer interior, take a look at this Article on how I swapped to R34 Racing Seats, Momo Racing Wheel, Defi Gauges and Controller, HKS Turbo Timer, Blitz Dual SBC Boost Controller and a unique Veilside 340 km/h speedo. He had tuned a stock GTR with mods similar to mine that morning, except running oem turbos and at the same boost level that car was making 20 whp less, so thats the difference the 2860R-5's make at 15 PSI, 20 whp.
He explained to me that we dyno tune in third gear because it provides the best resolution, he also explained a little bit about pulling the ignition timing some ten degrees or so, but a lot of the technical jargon is lost on me at this point.
|Nissan Skyline GTR on Mustang Dyno 400 WHP|
|Tuning the ECU on Laptop on the Rolling Road Dyno|
So, because I wanted a print out with a nice graph, we went back into third gear and he did one big easy pull and laid down 390 whp with 303 ft-lbs of torque on a relatively smooth curve, and he reminded me again that these numbers are really conservative and don't really mean a whole lot compared to other Dynos.
|390 whp Dyno Chart Graph|
In first gear, I let out the clutch and we were away... boost comes in pretty early and hits full near 4,650 RPM. At 1.2 Bars (18 PSI) in first gear, theres not much of anything left in my brain, sheer and utter violence as the car accelerates into oblivion, its only describable as warp speed! before I knew it I was already at 7,600 RPM!! Time to shift, Drop it into to second and the madness begins all over again, all the way up to 7,800 RPM this time we're already doing well over 120 km/hr!! Into third gear now its just mind boggling, its so hard to process all the things around you at that kind of speed, the G-force from acceleration makes it feel like theres an elephant sitting on your chest, and I let off the throttle as we approached the end of the road.
Quickly turned the car around and went even harder back down the street, we stopped back at the shop and Mitch and I were both just sort of laughing nervously, its a Lot of power, and will definitely need some time and practice to get used to.
Feeling very satisfied that all our hard work had paid off, and the tune was perfect, I shook hands with Pat, thanked him for a job well done and parted ways.