Tuning Impressions, Opinions and a few Questions

[JDW1]

I flashed my tune from Torrie last night after installing the new plugs and t-stat.  Aside from being time consuming it was all pretty easy.  First off let me say how much I hate SCT, if Cobb would play in this space they would be out of business the next day.  On the device i cant see KR or WGD.  I'm assuming I can data log them but I have to go through my PC.  The Access Port does it all on the device.  I have tuned probably 20+ Mazdaspeeds including my own fully bolted BT MS6 and they have no idea how good they have it.  Also, why would they charge me for the software to tune my own car??  Cobb Provides it free.  It cost MORE to self tune than to have a "professional" do it.  I'd much rather do it myself but don't want to pay the extra 350 bucks, lame.  Rant, over. 

Questions: 1: Do you guys recommend a 3bar? 2: Why yes or no?  3:  Can you set up the device itself to live monitor parameters that didn't come initially on the device?  Like I said, I just flashed last night and haven't data logged, otherwise I could see how hard the turbo's were working at the hair over 15PSI I'm seeing, see what the BAT's were to go along with that and if there was any KR but again SCT sucks. 

Quite frankly, the tune feels fine and I can tell a difference but I'm already wanting a little more.  I know I need a log.  I'll try and report back with one when I can.

[AJP turbo]

U need a long reply...I'll try later lol

[BiGMaC]

For questions 1 and 2.... Yes, I recommend a 3Bar and have found much smoother engine response with it... There is a debate as to why... Possibly more incremental data to the ECU, possibly because it can transmit boost peaks to the ECU. On that thought the 2BAR MAP, as I understand it, can't read above 14.7 psi. So when your TQ demand brings on the boost you relate, then fueling is primarily controlled by the O2 sensors unless the MAP can read and send the info to to the ECU. Seems O2sensor failure is not uncommon on our cars... The possible result is obvious. Our Garrett turbos get out of their efficiency range rapidly at higher boost levels... Garrett only rates them to about 17 psi, although some here run higher. The fastest and also the most powerful SHOs on the planet are only running 12-14 psi boost .... These are 600+ AWHP and run in the 11sec range.
Bottom line... Get a 3BAR. Other more opinionated or knowledgeable folks should chime in.
Can't comment on the SCT... Don't use it.  I like simple and direct.

[JDW1]

Thanks Big Mac, but on your MyCal, you can't live monitor those things as i understand, nor data log?  It's the reason I went the other way, solely.  Is that 600 AWHP car 14psi with upgraded turbos?  There isn't enough alt fueling and timing out there to get another 200whp out of these stock turbos. 

[BiGMaC]

Thanks Big Mac, but on your MyCal, you can't live monitor those things as i understand, nor data log?  It's the reason I went the other way, solely.  Is that 600 AWHP car 14psi with upgraded turbos?  There isn't enough alt fueling and timing out there to get another 200whp out of these stock turbos. 

Nope... Neither car has upgraded turbos... Both are also DD and 4-5 yrs old.  True on the MyCal... It's MX and Torque for me.  A lot is in our visions and desires... I am lazy and opted for less time tweaking and more time driving.... We all want to go faster, LOL.... for me in Phx heat is my worst enemy so it's meth next... Running 3.9-4.0 on a good day 0-60 now... Want a but more across the board and to keep intake valves cleaner.

[FoMoCoSHO]

Knock and waste gate duty cycle are clearly in the configurable options.

[FoMoCoSHO]

For questions 1 and 2.... Yes, I recommend a 3Bar and have found much smoother engine response with it... There is a debate as to why... Possibly more incremental data to the ECU, possibly because it can transmit boost peaks to the ECU. On that thought the 2BAR MAP, as I understand it, can't read above 14.7 psi. So when your TQ demand brings on the boost you relate, then fueling is primarily controlled by the O2 sensors unless the MAP can read and send the info to to the ECU. Seems O2sensor failure is not uncommon on our cars... The possible result is obvious. Our Garrett turbos get out of their efficiency range rapidly at higher boost levels... Garrett only rates them to about 17 psi, although some here run higher. The fastest and also the most powerful SHOs on the planet are only running 12-14 psi boost .... These are 600+ AWHP and run in the 11sec range.
Bottom line... Get a 3BAR. Other more opinionated or knowledgeable folks should chime in.
Can't comment on the SCT... Don't use it.  I like simple and direct.

Aren't those cars running built motors and upgraded turbos?

[JDW1]

Knock and waste gate duty cycle are clearly in the configurable options.

When looking on the device itself, i did not see either.  Are you saying i can plug it to the PC, in live link then configure? 

[SHOdded]

At least one of the DDs is on upgraded turbos (ATP +2), not sure on the other.  The belief is that the 600+ AWHP cannot be put to the ground reliably day after day on stock drivetrain.  But 500+ AWHP can, possibly.

If you are not spiking over 14-15 psi boost, probably don't need a 3 bar MAP, but it's nice to have for the flexibility it affords.

[BiGMaC]

For questions 1 and 2.... Yes, I recommend a 3Bar and have found much smoother engine response with it... There is a debate as to why... Possibly more incremental data to the ECU, possibly because it can transmit boost peaks to the ECU. On that thought the 2BAR MAP, as I understand it, can't read above 14.7 psi. So when your TQ demand brings on the boost you relate, then fueling is primarily controlled by the O2 sensors unless the MAP can read and send the info to to the ECU. Seems O2sensor failure is not uncommon on our cars... The possible result is obvious. Our Garrett turbos get out of their efficiency range rapidly at higher boost levels... Garrett only rates them to about 17 psi, although some here run higher. The fastest and also the most powerful SHOs on the planet are only running 12-14 psi boost .... These are 600+ AWHP and run in the 11sec range.
Bottom line... Get a 3BAR. Other more opinionated or knowledgeable folks should chime in.
Can't comment on the SCT... Don't use it.  I like simple and direct.

Aren't those cars running built motors and upgraded turbos?

I think Chris has upgraded turbos.... Mike does not. Mike got a minor build with upgraded head bolts and forged piston rods (for the stress of 617 AWHP), not sure if Chris' is a built motor. Dan Millen has Mike's '10 SHO now and plans to drive it in the LME CAD upcoming this month... He has all but promised Mike a new fastest SHO record. Manu is correct on the longevity issue... Dan told Mike the car would break if he ran 600+ AWHP daily and gave him a tune for a 500-550 AWHP range for DD use.

[SHOdded]

bpd's thread:
http://www.ecoboostperformanceforum.com/index.php/topic,1313

Mike's EBay listing:
custom ATP Livernois turbos
http://www.ebay.com/itm/2013-Ford-Taurus-SHO-Stage-5-Livernois-26-000-to-build-/252049767454

[FoMoCoSHO]

Knock and waste gate duty cycle are clearly in the configurable options.

When looking on the device itself, i did not see either.  Are you saying i can plug it to the PC, in live link then configure?

Yes sir.

[JDW1]

Knock and waste gate duty cycle are clearly in the configurable options.

When looking on the device itself, i did not see either.  Are you saying i can plug it to the PC, in live link then configure?

Yes sir.

Word, I just haven't had time for all that after work, all the installing and fooling with the coolant system burping.  I'll plug it in tonight and play around.  Still tho, those should be pre loaded IMO.

[FoMoCoSHO]

There are so many pids, there is no way they could ever pick 8 to please everyone.

[FoMoCoSHO]

For questions 1 and 2.... Yes, I recommend a 3Bar and have found much smoother engine response with it... There is a debate as to why... Possibly more incremental data to the ECU, possibly because it can transmit boost peaks to the ECU. On that thought the 2BAR MAP, as I understand it, can't read above 14.7 psi. So when your TQ demand brings on the boost you relate, then fueling is primarily controlled by the O2 sensors unless the MAP can read and send the info to to the ECU. Seems O2sensor failure is not uncommon on our cars... The possible result is obvious. Our Garrett turbos get out of their efficiency range rapidly at higher boost levels... Garrett only rates them to about 17 psi, although some here run higher. The fastest and also the most powerful SHOs on the planet are only running 12-14 psi boost .... These are 600+ AWHP and run in the 11sec range.
Bottom line... Get a 3BAR. Other more opinionated or knowledgeable folks should chime in.
Can't comment on the SCT... Don't use it.  I like simple and direct.

Aren't those cars running built motors and upgraded turbos?

I think Chris has upgraded turbos.... Mike does not. Mike got a minor build with upgraded head bolts and forged piston rods (for the stress of 617 AWHP), not sure if Chris' is a built motor. Dan Millen has Mike's '10 SHO now and plans to drive it in the LME CAD upcoming this month... He has all but promised Mike a new fastest SHO record. Manu is correct on the longevity issue... Dan told Mike the car would break if he ran 600+ AWHP daily and gave him a tune for a 500-550 AWHP range for DD use.

LME just posted that all their builds have ported heads