SSI-4 is shipping!
TC-4 is shipping!
Winning with Innovate
DL-32 popular
EFI ACP sells out

Register Your Products
Tuning Article: Tracy Pedigo
Engine Masters features ST-12
Tuning Tips: Sequence

This is Innovate Motorsports' "Technology for Tuners" Newsletter, Issue #13. These updates are intended to keep you informed of tuning tips, firmware updates, application notes, new product releases, company news, and other useful information.

The SSI-4 is Shipping

The SSI-4 device is a simple sensor interface that adds 4 inputs to an MTS Log Chain. The SSI-4 may also be used as a stand-alone device for logging data directly into a laptop with the included LogWorks software. In conjunction with an Innovate LC-1, a user can log 5 channels of critical engine data for less than $350.

"The goal with the SSI-4 is to provide the most cost effective possible route to basic tuning," says Klaus Allmendinger, Innovate Motorsports' VP of Engineering. "This product has some of the most advanced circuitry yet, and will be a key building block for years to come." You can purchase one for just $129, or get more information here.

The TC-4 is Shipping

The TC-4 is a 4 channel thermocouple interface device for a MTS Log Chain. The TC-4 may also be used as a stand-alone 4-channel thermocouple amplifier for logging directly into LogWorks.

The TC-4 ships with LogWorks, Innovate's powerful analysis software. This is the same software used by top engine builders, tuners, and developers, and features dyno-formatted charts, 3D charting, and a flexible math engine for creating custom tuning formulas. You can purchase one for just $129, or get more information here.

Winning With Innovate

From NHRA to Bikes to SpoCom- Check out who's Winning With Innovate

DL-32 Proves Popular

The response for the new Innovate data logger has been overwhelming! DL-32 is a complete vehicle-mounted data-logging system for advanced engine tuning. The system can record up to 32 channels directly to a standard SD card (17 minutes / megabyte), and includes sensors for RPM, MAP, temperature, duty cycle, and analog inputs. You can buy one for $499, or get more info here.

EFI University Accelerated Certification Program Sells Out

Buying an LM-1 or LC-1 starts you down the path to tuning enlightenment, but if you want to be a certified professional, you'll need some additional know how. One great way to get additional knowledge, revisit the basics, or get a complete crash course on fuel injection is EFI University, now offering a 5-day, $5K, complete course that includes EFI 101, EFI Advanced course, a minimum of 20 hours of actual Dyno time with EFI, and a Written Exam. In addition, you get exposure to sophisticated equipment such as the Plasma Ignition/Ion sensing knock detection and In-Cylinder Pressure Analysis Equipment. More information here.

The next two ACPs are already sold out, but the October class still has some openings. If you pay in full prior to Sept.23rd, you can receive a discount of $245. (And you can still use Coupon Code 220163280 to get $25 OFF EFI-101 in Boulder, Colorado, or the September UK Class at Hertfordshire)

Register your Innovate Product

Please take a quick second to register for product-specific updates, warranty, etc. at our new REGISTRATION PAGE.

Tuning Article: Tracy Pedigo

New: Case Study: Hidden Horsepower Found
After 25 years in the auto repair business, Tracy Pedigo thought it was time to retire and do something a little different and more closely related to his other occupation of sportsman drag racer. Since engine tuning and dyno-equipped shops were pretty scarce in his part of the world, he decided to put in a first class... More...

Tuning Article: Engine Masters Features ST-12

Engine Masters - "A leader in Lambda-based test equipment is Innovate Motorsports..." More...

Tuning Tips: Sequence

Klaus recently commented on the issue of tuning sequence. Here are his thoughts (extracted from the thread):

The usual tuning sequence is to tune AFR first. Then tune timing. Then modify AFR in specific areas to possibly get a little more torque in specific cells. Then adjust timing in those areas again to MBT.

For example, some combustion chambers like to produce max torque at 13.x AFR at some load number. But let's say you can get there only with race gas. Playing around with the AFRs and timing at that area you get the best compromise between torque and octane when running pump gas. In the higher RPM areas, where you have lower VE, it might be possible to lean out more to the optimum for the chamber as the octane requirements change with rising RPM as well, depending on the chamber design. This of course assumes you are not cooling system limited.

Start the cam timing with conservative AFR and ignition timing. Changing cam timing changes the VE curve of the engine. AFR and ignition tuning depend on that. Always change the most independent variable first. Best cam timing depends on your goals and the intake and exhaust system of the engine. This changes VE.

Fuel flow is relative to VE and load.

So adjust AFR next. Ign. timing depends on VE, AFR and load. So do that last.

Then go back and forth to fine-tune AFR and ign. timing. With a turbo SOHC engine, adjustable cam gears are not needed unless you are experimenting with different cams. Cam timing changes how the engine breathes, and can maximize that breathing by taking advantage of natural resonances in the intake and exhaust. This is not applicable on a turbo. With compressed air (turbo) you can make a corpse breathe. There is some advantage with adjustable cams on a DOHC for a turbo.

Tune the cams (without turbo) as you would for a truck: low RPM torque peak. This reduces "apparent" turbo lag and helps initial spooling. With cam timing changes on n/a (not electronically controllable) you can have one of three mutually exclusive goals:

1. Max Power (move torque peak up and maximize it at higher rpm's)

2. Max torque at low end (low rpm torque peak for towing)

3. Economy (leave intake open partially into compression stroke, or open earlier during exhaust stroke. Makes compression stroke essentially shorter than expansion and rises efficiency, but costs power and torque).

Of course your intake and exhaust system and valve/port sizes determine what's achievable. A truck intake/exhaust won't make a truck engine into a high-rev race engine with only cam changes.

Cam tuning procedure:

Set a rich AFR of say 11 or 10.5 across the WOT row and keep low ign. advance.
With a speed density or alpha-n system you log AFR, RPM and TPS. Make WOT acceleration runs in high gear (at least 10 secs for a sweep, using brake as load if needed to stay at legal speeds).

Select the WOT part of the run only and look in LogWorks at an x-y plot of AFR over RPM of the selected data. Changes in cam timing that result in better breathing (or VE) will make AFR leaner because more air enters. Your goal is to make AFR as lean as possible in as many RPM ranges as possible, but especially in the area you are interested in, depending on your goal. With a MAF based system you log MAF voltage or inj. duty cycle instead of AFR.

Once you are done with that, don't touch cam timing again for further tuning. After that you get your AFR into a more reasonable range.

Until next time... Keep On Tuning!
-Innovate Motorsports

NOTE: If you found any of this useful, and you'd like to share it with a friend or colleague, you can use the link at the bottom of the original email.