![]() ![]() This tuning will need hardware modifications fitted, See our gains below to see what you need if we list it however as a general rule of thumb on petrol cars you will need a minimum of a DECAT down pipe and on diesel cars a minimum of DPF Removal and delete. This is our custom Stage ECU Software, which is designed for use with modified vehicles with modified components and within all of their mechanical tolerances. Our performance calibration will maximize the benefit of your aftermarket parts and maintain drivability.MAX TUNE STAGE 2 SEE YOUR POTENTIAL STAGE 2 GAINS USING THE APP BELOW AND IF WE LIST THEM FOR YOUR CAR! As restrictions are removed by adding cold air intakes, exhausts, headers, cams, et cetera, the amount of potential airflow is increased as a result, the torque curve shifts and the ignition angle, valve timing, and the fuel curve need adjustment. As a car is modified from its stock form, the benefit from remapping becomes increasingly important and more beneficial. Our performance calibrations will increase a stock engine’s performance. This translates to better drivability, more power output, and often, better fuel economy. As a result, we are able to remap the engine calibration settings and focus more on output. However, this also leaves great room for improvement when recalibrated in the aftermarket.Īt Epic Motorsports, we do not have OEM manufacturer restrictions. This means they are restricted when it comes to performance. ![]() OEM calibrations must function in all environments and take in to account countless variables. When calibrating an engine, manufacturers consider all of the above-mentioned factors, which leads to a conservative end product. As a proponent of performance you wouldn’t do such a thing, right? Old spark plugs, dirty air filters, low grade fuel accidently or intentionally run through the engine are all taken into consideration when calibrated by the manufacturer. In addition to building in flexibility for ailing sensors, manufacturers are also forced to consider other wear items either from lack of service or neglect. Knowing this, manufacturers err on the conservative side to help avoid emission/warranty issues by building in a margin of error. As these sensors age they will often degrade and the reading sent to the ECU will vary slightly. To meet required standards, a significant margin for error is built into the calibration, which leaves power on the table.Įngine sensors are built to read within certain tolerances. A manufacturer cannot risk their reputation or their bottom line if they sell a car that has difficulty passing post-sale emission testing. In the US, the EPA requires manufacturers to cover specified major emission control components for the first 8 years or 80,000 miles. A single vehicle model will sell 100,000+ units worldwide and each unit must meet varying countries’ emission standards. ![]() These standards are very restrictive in nature power output is greatly affected as a result. The processors’ performance is measured in megahertz allowing performance in millions of calculations per second.Īll of these advances in performance and fuel mileage are running concurrently with stringent manufacturer emissions standards. Modern ECU’s contain new powerful processors. One of the rapidly evolving components is the Engine Control Unit (ECU). The combination of new technology and better components, such as, variable valve timing, Valvetronic, and forced induction result in better performance and increased fuel mileage as compared to the same displacement engines only a few years ago. Modern engines have come a great distance in a very short amount of time. HOW WOULD YOUR BMW BENEFIT FROM AN EPIC MOTORSPORTS PERFORMANCE CALIBRATION? ![]()
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