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Turning E-TEC 40 Into E-TEC 60 Using Tech Scanner
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ContinuousWave: Whaler Performance
Turning E-TEC 40 Into E-TEC 60 Using Tech Scanner
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| Author | Topic: Turning E-TEC 40 Into E-TEC 60 Using Tech Scanner |
| funtvrk |
posted 04-17-2010 05:15 PM ET (US)  
Hello. I have searched the specifications on the [Evinrude E-TEC outboard] engines, and there is no difference in the engine from the 40-HP to the 60-HP. That being said, can you change your E-TEC 40-HP to an E-TEC 60-HP with a tech scanner, or computer and software, and nothing else? |
| jimh |
posted 04-17-2010 06:15 PM ET (US)
Where the engine's personality or power is determined almost entirely by the firmware that is loaded into the engine's controller, it is common in modern outboard motors that there are no mechanical differences among models of different horsepower rating, and, as you surmise, one would suspect that a model of 40-HP could be turned into a model of [more horsepower] simply by replacing the stored firmware with one that created a more powerful engine. However, this same notion occurred to the manufacturer, and they generally have put in place some mechanisms to prevent this from happening, at least on a casual basis and to be performed by the customer themselves. I imagine that if you had: --the proper software tools to update or re-flash the firmware in the EMM; --the new engine personality firmware itself; and, --the knowledge of how to defeat any mechanism put in place by the manufacturer to prevent this from casually being done, then you perhaps could turn a 40-HP into 60-HP. If you succeed, please let us know. |
| Jefecinco |
posted 04-17-2010 07:11 PM ET (US)
Interesting that there is NO difference between the 40 and the 60 HP engines other than firmware. It is particularly interesting that there is no difference in the fuel injectors. If an owner of a 40 HP engine had a 60 HP engine EMM at his disposal it may be worth the risk of damage to try the 60 HP EMM on the 40 HP engine. Would a propeller change be required to take full advantage of the 50% increase in HP assuming the experiment was successful? Butch |
| number9 |
posted 04-17-2010 09:04 PM ET (US)
Remember to get a 50% increase in power you would need to do more than increase fuel flow using a different EMM unless there is a significant increase in RPM. The volume of air needs to increase also. A quick search of the parts site shows a different part number for the cylinder/crankcase assembly. I suspect air flow is limited by the block intake rather than by the intake manifold throttle body to prevent cheap and simple power increases. |
| seahorse |
posted 04-17-2010 10:45 PM ET (US)
The 40 and 50 E-TECs are similar but the 60 has water injected exhaust tuning, and completely different exhaust housing and tuner, plus different circuitry in the EMM to activate the exhaust water-solenoid. The 50 and 60 also have a different operating rpm range compared to the 40. |
| jimh |
posted 04-18-2010 12:02 AM ET (US)
The same fuel injector is used on a great number of E-TEC engines from 40-HP to 300-HP. |
| jimh |
posted 04-18-2010 12:13 AM ET (US)
Many thanks to seahorse for bringing some reality to this dream project. It sounds like the least expensive and most expedient way to turn a 40-HP E-TEC into a 60-HP E-TEC is just to buy the more powerful engine. After you were done buying all the parts, making all the modifications, and trying to pirate the firmware, you'd probably have invested more time and money in the 40-HP than Evinrude would charge to just buy the 60-HP in the first place. |
| jimh |
posted 04-18-2010 12:37 AM ET (US)
Historically this sort of discussion occurs frequently. However, for every 20, 30, or even 50 discussions which speculate about converting a lower horsepower engine into a higher horsepower engine from a few simple changes, there historically has been only about one discussion where someone has actually tried to do it. In the few cases where people have gone to the effort to try to increase the horsepower, the reported results have not been spectacularly encouraging. |
| pcrussell50 |
posted 04-18-2010 12:48 AM ET (US)
In the interest of simple expediency it seems that outboard manufacturers have always gotten a range of power levels from the "same" engine, and the same question always arises, posed by the folks with the lower powered version looking to "unlock the secret". AFAICT, even going back the the carburetor days, the verdict has been the same: you're best off just getting the one you wanted in the first place. This thread sparked an interesting epiphany. It seems that 50% is nominally the magic number when it comes to the standard range of power from a particular motor. We've already learned this about the E-TEC in question. I have an Evnirude 10hp, that is the "same" one their 15hp model. Further, I have an Evinrude 135hp that is the same as their 90hp model. Fascinating. -Peter |
| number9 |
posted 04-18-2010 03:09 AM ET (US)
As seahorse said the exhaust housings are different but that is to provide the additional exhaust flow due to the increase of intake air. Looking at the parts diagram that indicates the housing is unavailable and appears the 40 hp has some plugs in place of fitting for the exhaust valve he mentioned. I would question the exhaust housing being being completely different, would think the addition of the water injected exhaust tuning is what increases exhaust flow and obviously using the same housing to reduce manufacturing cost.
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| jimh |
posted 04-18-2010 11:08 AM ET (US)
Another common feature about the postulates on increasing horsepower is that often the person asking about accomplishing the transformation has a bit of naivety or has not done the proper research. We see this here. The proposition set forth initially was that after having "searched the specifications" no mechanical differences were found, but, as it turns out, there are substantial mechanical differences between the two models. This proposal also suggest the process could be done with a "tech scanner," which really is a nebulous device. Yes, it is reasonable to suppose some sort of specialized tools are needed. We ought to consider adding them to the cost. The necessary "tech scanner" tool might cost more than the difference between the two models! It should also be noted that giving the engine controller in a modern outboard motor a re-flash of its firmware is something of a risky business, even when done with all the proper tools and under the best of conditions. The process that is taking place is analogous to performing brain surgery on yourself. If anything goes awry during the re-flashing of the firmware, you will be left with an engine controller that is useless. It is not likely that you could then resort to taking your now-useless engine to a dealer for repair, as it is most certain that a dealer will not have the necessary tools or devices to restore the EMM to original condition. The only remedy will be to replace the entire EMM. If you check the prices on a new EMM and the labor to change one, you will find that this process will be quite expensive. I am sure the charges would be more than the difference in price between the higher power model that attempted to be created from the lower power model on hand. In the case of the Evinrude E-TEC 40-HP the EMM is all sealed up and potted in an unrepairable state. It's not like you could just plug in a new ROM chip and get it to work again. A new EMM costs $1,253.28. I suspect that installation and recalibration of the a new EMM would require several hours of labor, for which the usual charge is about $100 per hour. We could estimate that an EMM replacement might cost $1,500. In all it seems like the risk-reward ratio here is much too high. |
| Jefecinco |
posted 04-18-2010 11:26 AM ET (US)
Jim, Because my long experience of fuel injection systems predates the use of digitally controlled and electrically operated fuel injectors it is unsurprising I was wrong about different fuel injectors being required to operate E-Tec engines of different horsepower ratings. Thanks for the information. It seems the digital world has made engine control parameters virtually limitless. Further it allows a great commonality of parts which should drive down costs considerably by allowing for economies of scale in manufacturing and by greatly reducing the inventory requirements supporting both manufacture and maintenance of engines. Although the reduction of costs associated with digital controls is interesting and valuable the ability to control emissions while increasing power output for the displacement of an engine and quantity of fuel consumed is a huge reward. Another factor is the ability to determine the cause of a digitally controlled engine malfunction by electronic means. Once repair personnel have been properly trained the time and labor costs required to effect repairs should be less. Sometimes unintended consequences can be very positive. If not for the EPA, CARB, and OPEC we would probably continue to purchase and operate basically the same engines we were operating in 1965. Butch |
| jimh |
posted 04-18-2010 11:50 AM ET (US)
ASIDE to Jeff re fuel injectors on E-TEC: Actually, on an E-TEC engine every fuel injector is a unique fuel injector. In its current deployment, the E-TEC engine management module (EMM) is given individualized details about each fuel injector. These details are known as coefficients, a term likely derived from the origination as the coefficients in a polynomial expression which describes the fuel delivery characteristics of each fuel injector. During manufacturing the E-TEC fuel injector is tested and its fuel delivery characterized. Each injector is then given a set of 33 coefficients. When a fuel injector is used in an E-TEC engine, the EMM must be programmed with the 33 coefficients for each injector. In this way the operation of the fuel injector under control of the EMM can be made more precise. The EMM also compensates for a wear on an injector, and as the engine hours accumulate the EMM alters its operation to compensate for wear on an injector. |
| ratherwhalering |
posted 04-19-2010 02:07 PM ET (US)
Jim, would using a higher octane gas, perhaps 92 octane as opposed to 87, produce better results given the E-TEC fuel injection system? I have used high octane gasoline in both carburated outboards and fuel injected automobiles and observed significant increases in performance. With my E-TEC, however, I have not noticed any difference using a high octane gasoline. |
| pcrussell50 |
posted 04-19-2010 02:25 PM ET (US)
In general, the answer is, no. High octane fuel does only one thing... it burns slower as to resist detonation. If you do not have detonation with 87, switching to 92 will do nothing for you. Octane has nothing to do with the amount of energy in the fuel, (or as is often misused, the amount of "power" in the fuel). The footnote: IF a motor has a knock sensor, and it detects detonation, it will pull back ignition timing to try to stop the detonation, which will reduce power. So if you motor calls for high octane, and you have been mistakenly using low octane, you might have been running around with your timing retarded, leaving power on the table. Interesting tidbit: If you have a car that is perpetually close to being over the hydrocarbon limit in it's emissions testing, you have a slightly better chance of passing if you use LOW octane gas. It's faster burning quality produces a better result at the tailpipe. -Peter |
| SJUAE |
posted 04-19-2010 02:29 PM ET (US)
Jim I seem to recall previous discussions on EMM. I understand you can't buy a replacement EMM without returning the old one to stop falsification of engine hours etc. Not dissimilar to mileage trips on cars etc. Let alone getting one reprogrammed. Regards |
| pcrussell50 |
posted 04-19-2010 03:44 PM ET (US)
In the automotive enthusiast world, the aftermarket has figured out for themselves how to reporgram and or replace engine management computers. I would be shocked if the same were not true of the folks who modify and race outboards. In fact, from observing the obsession the fastboat crowd has over Mercury, I'm quite sure I've seen custom engine management systems. -Peter |
| jimh |
posted 04-20-2010 09:02 AM ET (US)
Gasoline octane needs to higher in engines with high compression ratios. Outboard two-cycle engines are not particularly high compression ratio engines. My older two-cycle had a compression ratio (CR) of around 4.5:1. I don't know what the CR might be in a 60-HP E-TEC, but probably not high enough to require high-octane gasoline. The manufacturer says the fuel only needs to be 87-octane, which is not very high. |
| jimh |
posted 04-20-2010 09:05 AM ET (US)
ASIDE on Octane: In World War II gasoline refineries reconfigured for production of high-octane gasoline fuel for aviation engines. In the decades following WW II, automobile engine compression ratios rose due to the ready availability of this high-octane gasoline. |
| jimh |
posted 04-20-2010 09:14 AM ET (US)
I have never seen any hint or even a whisper that there is an after-market supplier of new firmware for loading into the EMM of E-TEC engines to improve their performance. In the absence of such a product, I am afraid funtvrk will have to first reverse engineer the firmware, and then experiment with making improvements to it. I wish him the best of luck. The EPA prohibits the modification of engines like an E-TEC which are subject to emission regulation, and this likely acts as a deterrent to development of such modifications being sold openly. The warranty on the motor would surely be voided by a customer alteration of the firmware. Really, these discussion never go anywhere but back to the simple answer: it can't be done. If it could be done, and done easily, you'd see much evidence of it. Here we see no evidence of it ever happening. |
| pcrussell50 |
posted 04-20-2010 02:51 PM ET (US)
This will NOT apply to the E-Tec in question, but if you're a Mercury geek and want to fiddle with EMM tuning:
quote: -Peter |
| jimh |
posted 04-20-2010 04:33 PM ET (US)
Notwithstanding the complete and total lack of application of the Brucato PCU to an E-TEC, there is also the much simpler nature of the Mercury ECU it replaces. We're talking about a very simple engine controller from the 1980's, not a modern digital processor with firmware. Brucato's device uses a collection of potentiometers which the user adjusts manually while monitoring exhaust temperature. It is really a collection of analog voltage pre-sets, not computer code stored in firmware and then used in the execution of a control program. Absolutely nothing applicable to an E-TEC nor even remotely similar in the manner adjustment. |
| Buckda |
posted 04-20-2010 04:44 PM ET (US)
I think it can be done. The individual willing to do this must have the financial means to hire the appropriate engineers and other personnel who can reverse-engineer the EMM and then the staff to manufacture a prototype new EMM or "hack into" the existing EMM to adjust the parameters. The individual must then spend hours of type on a dynometer with the assorted emissions and other monitors to determine optimal performance and rated HP improvements. Typically this type of operation is done by a corporation. Usually in the Pacific Rim, and often with hundreds of millions of dollars of market capitalization and battalions of engineers, programmers, testers, mechanics and other salaried professionals on the roster. Careful with the word "can't" Jim! It CAN be done, it is, however, very unlikely that an individual will successfully do it. If he/she does, they have then discovered a potential product opportunity that may earn them considerable wealth. Of course, they will have to pay a small army of lawyers to fend off the patent infringement and other suits that are likely to follow, not to mention hiring a marketing team and sales force/distribution channel. As mentioned earlier, wouldn't it just make a lot more sense to open the wallet and spend a little more for the motor you really want? |
| pcrussell50 |
posted 04-20-2010 04:51 PM ET (US)
Fascinating. I'm surprised there are no engine management reflashing solutions for outboard hobbyist/racers. There is all manner of this stuff available to the automotive hobbyist with digital engine control. In fact, I tune my own automotive racing engines that way. I plug into the ecu with a USB cable, and click and drag away on a laptop. Of course, the manufacturer does not condone this, so the ability to do so comes from from hardscrabble reverse engineering and decompiling of the original source code. Anyhow, I remain surprised such is not available to the outboard performance enthusiast. -Peter |
| dgoodhue |
posted 04-20-2010 05:01 PM ET (US)
I think it can be done as well. Itt could be done by crazy enthusiast who is a software engineer. You would need a test bench (wire up a custom test bench for the input and output the EMM monitors), a knowledge of digital electronics and firmware. I am not a software engineer but I know I could eventually reverse engineer it. For the time spent, I would be better off getting a job McDonald's and go out an buy a 60HP E-TEC. |
| pcrussell50 |
posted 04-20-2010 05:04 PM ET (US)
Dave, in the area of custom tuning in general, if you are willing to overlook emissions compliance, something that is assumed, i you're altering fuel and timing maps, the amount of dyno time required is surprisingly little, and all you really need is a wideband exhaust gas oxygen sensor, which is surprisingly inexpensive. Further, if you are boating on calm water, with no speed limit, you don't even need a dyno, because you can do your full throttle "pulls" safely anyway. -Peter |
| pcrussell50 |
posted 04-20-2010 05:06 PM ET (US)
Dave, in the area of custom tuning in general, if you are willing to overlook emissions compliance, something that is assumed, i you're altering fuel and timing maps, the amount of dyno time required is surprisingly little, and all you really need is a wideband exhaust gas oxygen sensor, which is surprisingly inexpensive. Further, if you are boating on calm water, with no speed limit, you don't even need a dyno, because you can do your full throttle "pulls" safely anyway. -Peter |
| dgoodhue |
posted 04-20-2010 05:16 PM ET (US)
As for some reasons why there isn't a lot outboard aftermarket solutions. -profit, every one has a car their are far less outboards available. A good portion of the people running aftermarket engine programming system have poor drivability anyways. |
| pcrussell50 |
posted 04-20-2010 05:40 PM ET (US)
Good, your profile hints that you have a C4 Corvette, so you know what I'm talking about. My sbf road race engines have surprisingly good driveability... perfect, really. Of course, you can't tune out the lope of a long-duration camshaft., but a steady idle without overheating is a given in this day and age, with decent tuners proliferating. Yes, I can see getting an automotive wb02 as a little awkward for the DIY crowd. But at the same time, not exactly requiring NASA-money and equipment for a tuning shop, either. There are also "retired" emissions testing gas analyzers selling for pennies on the dollar these days. -Peter |
| number9 |
posted 04-20-2010 06:38 PM ET (US)
Ed's Marine shows a $900 new price difference between the E-Tec 40 & 60. Replacement price for EMM and Block which are different part numbers is the same. Cost of parts to upgrade the exhaust housing is approximately $240 and don't add much to the manufacturing cost. BRP obviously adds to it's income when selling a 60 hp. |
| Jefecinco |
posted 04-20-2010 07:39 PM ET (US)
There is obviously insufficient demand for after market tuning kits for outboard engines to make development of them profitable. However, the injection of nitrous oxide into the intake manifold can make some extra power in about a heartbeat. It's cheap, too. I'm not willing to use my engine for a test bed but someone who can afford to damage an engine may get some very interesting results. If I was going to experiment with a system I would probably buy and modify an automotive system and start very conservatively. I'd guess that a short burst 50% power increase from a 40 HP E-Tec would be easy. Sounds like a fun experiment. Butch |
| dgoodhue |
posted 04-21-2010 10:36 AM ET (US)
My question about adapting an automotive N2O is how are you going to fuel and oil it? The E-Tec engine management is not going to know it has Nitrous in it. If you use a Wet N2O system you would need a premixed oil and gas mixture (so a seperate tank) I would have no idea if the 2 stroke motor is designed for the cylinder pressures as well. You can also run into ignition issues with any type forced induction as well. |
| L H G |
posted 04-21-2010 03:31 PM ET (US)
To get more HP, find a blown up, out of warranty, engine of the model you are trying to match, buy it for a couple of hundred, and swap the necessary electronic and mechanical componets to your original lower HP engine. |
| Jefecinco |
posted 04-21-2010 07:27 PM ET (US)
DGOODHUE, Why would an N2O add on system require another tank? The E-Tec is not oiled via the fuel injected into the engine. It is oiled directly using the installed oil tank to provide oil to the crankcase, if I understand correctly. I believe the EMM tells the high pressure fuel injectors how much fuel to inject depending upon engine load and RPM plus, no doubt, several other parameters. Knock sensors are a major parameter used by the EMM. One purpose of an N2O system is to prevent knock but that may not have any bearing on the discussion. I simply don't know. When using N2O systems in automotive applications remapping of the "EMM" is not required for high performance gains. N2O may also be introduced into the engine intake system in a gaseous state. If experimenting that is where I would begin. Simple aperture size changes would have the effect of metering the quantity of N2O entering the intake system and thus the cylinders. Just a guess, but I'd be surprised if the E-Tec engine would not respond well to performance increases via N2O systems. At any rate, I believe a discussion of N2O injection in outboard engines would prove interesting to many gearheads. Butch |
| pcrussell50 |
posted 04-21-2010 09:09 PM ET (US)
Nitrous is not so big with us road racer types, as it might be with drag racers, so I've never really considered it for my own race motors, but: It is nitrogen and oxygen, right? Nitrogen is inert, so it's the oxygen that is the key part. It's a way to get more oxygen into the motor than you could otherwise get at atmospheric pressure. But you then MUST add more fuel to avoid a dangerously lean condition. BUT you probably aren't going to use nitrous unless you are at full throttle anyway. And MOST engines I know of are no longer in a feedback loop at wide open throttle, but are instead on a pre-calculated strategy. I suspect the automotive systems just have a rudimentary system that pumps in extra fuel at a fixed rate as long as the nitrous is flowing... again, under the assumption that you are at full throttle, where the air-fuel ratio ought to be 20-25% or more rich of stoichiometric. -Peter |
| number9 |
posted 04-22-2010 01:52 AM ET (US)
Nitrous is only good for short duration bursts of power. Similar in many ways to what a super/turbo charger does by adding more air/oxygen to produce more power but it's a low cost system and can't maintain the boost for long periods of time. Tank size, cost of nitrous and engine damage by sustained use are some of the limiting factors. There would be little practical outboard motor application other than for a drag boat or special purpose such a boat that requires "x" hp to get on plane and 33% less to remain. It's not an option for the motor under discussion and has little to do with the topic. |
| pcrussell50 |
posted 04-22-2010 03:03 AM ET (US)
Somebody else brought it up as an idea. I just gave some dispassionate information about it's application. I do don't use it on my road race motors and wouldn't use it on an outboard either. I agree that it's use is probably limited to drag racing, which bores me, whether land or water. -Peter |
| dgoodhue |
posted 04-22-2010 09:13 AM ET (US)
quote: Engine Load in automotive engines is calculated by one of two systems, Air Flow and RPM or a Pressure sensor or combination of both. Neither of those systems will be able to detect a denser Oxygen air fuel mixture. The only thing that EMM will detect a change would be in air intake temperature, this is not how you want to fuel your motor. The engine management systems is essentially calibrated to calculate the load based on particular engine normal operating range. That being said adding N2O will increase the load on the engine but the EMM will not recognized it. I suspect that higher loads on N2O will require additional amount of oil. Even if does add more fuel due to intake temperature, the EMM will not add more oil because it will not be calculating an additional load. Hence the reason I think a seperate pre-mixed oil/gas tank would be require for a wet N2O systems. Ideally timing would also be retard as well in N2O system, but I know their are many automotive systems that do not do this.
quote: Safely done Automotive N2O systems where their isn't any change done to fuel mapping in the ECM is done with a wet Nitrous. Quoting Wikipedia on N2O
quote: Their are people that have used a dry systems with changing the ECM tune with good HP gain, but they are generally just being lucky more than anything and in miost cases they are severely sacrificing long term reliability. That being said I not so sure N2O would work all that great in recreational boating other than in Drag Racing. If you think about the prop size need for a Outboard on N2O (say 30-50% more HP) vs the propeller require for the motor off Nitrous, your with going to have an under propped N2O motor or an over propped motor off N2O. |
| jimh |
posted 04-22-2010 09:37 AM ET (US)
Fellas--We are far off course in our discussion. Recall the initial premise was the 40 and 60 E-TEC were mechanically identical and we were going to transform the 40 into a 60 with a magical "tech scanner" (which would most likely just be borrowed from a buddy). In other words, very little effort and expense. Now you guys are off the planet with weird methods to boost horsepower that will cost funtvrk more than three times the difference in price between an E-TEC 40 and 60. funtvrk is looking for the magic bullet to make a 60 out of a 40, not for difficult, expensive, unproven methods of increasing the power output of his E-TEC 40. Please stop telling us how it might or could be done and just give us the magic "tech scanner" solution. |
| Jefecinco |
posted 04-22-2010 09:52 AM ET (US)
DGOODHUE, I understand what you are saying and have no issues with it. Keep in mind that the fuel injection systems discussed in Wikipedia are not at all similar to the E-Tec/FICHT direct injection system which injects fuel directly into the combustion chamber. Only the very latest mainstream automotive gasoline engines use direct injection. Fuel injection on other engines is into the intake manifold. I don't understand why extra crankcase oiling would be required if NOX is burned in the engine. The oil is primarily for lubrication but is also a coolant. However, most combustion chamber cooling is provided by cooling water except for piston bottoms. Admittedly NOX is of very limited value with outboard applications. It's main use would be to perhaps have a little fun with passing bass boats or other "go fast" boats for short bursts. In automobile road racing NOX, if it were legal, could be extremely useful. Just a little extra power for short periods can get you around a car which is a little slower than yours but has a driver that is very effectively blocking you. Imagine a five second 100 HP button on the dash. Butch |
| dgoodhue |
posted 04-22-2010 10:03 AM ET (US)
Butch, I will send you an email for this off topic topic discussion. |
| Jeff |
posted 04-22-2010 10:03 AM ET (US)
Guys, I have been around a lot of sport compact car tuning in my days. In fact a good friend of mine is probably recognized as one of the best Subaru ECU tuners in the country. He has hacked all kinds of Manufacture's ECUs (EMM) and has written all of his own custom software for tuning. Last week he realized his hobby had grown far beyond a hobby and started his own business last week. www.garage99.com Never have I seen him be able to take a normally aspirated motor, reflash the ECU and see a 150% increase in power. Even off of a base motor with two Horsepower variants. To see a major power increase needs at a minimum higher capacity injectors or / and a upgraded fuel pump and delivery system , upgraded ignition and delivery systems and increased capacity intakes. Even then, a 150% increase is unlikely. A 150% increase on a motor with forced induction (mainly with a turbo) with just an reflash is much more realistic. Could it be done? Maybe but, I doubt it would be worth the trouble and expense. Sell the 40 and buy a 60. |
| Jeff |
posted 04-22-2010 11:03 AM ET (US)
Also, here is a point I forgot to add. ECU (EMM) tuning needs to be done in many steps. You will never get it correct in the first shot. You need to run the motor under load and match the ignition timing, fuel mapping and intake charges with a diagnostic program and computer attached to the ECU access port to see what is happening in real time in every RPM range. From there you shut the motor down and start guessing at what the ignition needs to move to along with where you need to be at with the fuel delivery. This "guessing" is not just random shots in the dark. Those who tune know what they are looking for and how to get there. Once the reflash is configured on the computer you then reflash the ECU and retest. During the tests you are watching the fuel and timing and making sure you are not setting off the knock sensors and carefully watching for signs of denotation. After that test run you again look for areas of improvements reflash and retest. This is a long term process and it takes time. Doing this with a car is easy if it is on a Dyno...trying it on an Outboard would require a VERY calm day, or more realistically the motor to be dismounted from the vessel and put on an outboard dyno. Not realistic for the average boater. |
| pcrussell50 |
posted 04-24-2010 01:09 AM ET (US)
Butch sez: quote: Not amateur road racing, where I play. Pride and the negative budgetary consequences of running "squeeze", greatly outweigh the value of the $3 trophy you get if you win. "squeeze" = the street racer's colloquialism for nitrous oxide injection Or so it was, before "The Fast and the Furious" made it into "naaaws". -Peter |
| Jefecinco |
posted 04-24-2010 09:35 AM ET (US)
Peter, Amateur road racing must be a blast. Way back when, we would have night time road races with four or five participants around 2:00 AM on South State Highway 10 off US Highway 66 in the mountains East of Albuquerque. Great fun when you're 16 or 18 years old but incredibly stupid and dangerous when you grow a little intelligence. If we had sanctioned road racing in my area I would have to play. Butch |
| jimh |
posted 04-24-2010 10:17 AM ET (US)
Jeff--Many thanks for the fine description of how our initial poster, funtvrk, will be developing the horsepower increase in his E-TEC 40 using the magic of the Tech Scanner. Although he has apparently ceased all participation in this discussion, I am certain that is probably because he is too busy working on the new algorithms for the EMM of the E-TEC. I am all for reminiscing about the halcyon days of our collective youth, but, again, please, fellas, remember we are looking for the magic bullet, not the magic memories. |
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