Some day I will take a reading comprehension class and stop making these dumb comments.

 

Lol no worries I know you mean well!

 

I have EcuTek now. How do I receive tune files from a tuner different from the one I originally used? I want to give Seb a crack at tuning my car for nitrous and some other MAP's I want to run. I know I can email him my datalog files, but he can't send me tunes through tuner assist. He said to send him my ROM part# and cable dongle ID# and registration#. Any idea where I can get those three pieces of info for him?

 

When you plug into your car and have it locate and identify the vehicle it pulls that info and presents it. Not at the car and computer right now but I remember when I was playing around with it it was pretty much "plug in cable, plug in dongle, pull up software, have it locate and identify car".

 

Hey curious how long the ecutek cord is? Is it long enough to put the laptop safely on the passenger's seat while driving? If not, what's everyone doing? Running an extension cord or laptop in your lap while driving?

 

You shouldn't have an issue. I have my cord going under my feet and up over to the passenger seat when I data log (Still has some slack as well).

 

I run mine up over the steering column over the ashtry lip and into the computer on the passanger seat and have a little slack too. Its a workable length for our application.

 

Awesome, thanks!

 

For the record: 80 inches from end of the USB to the end of the consult connector.

 

My shop is going to run dynojet then send schematics in to ECUTEK to tune then we tune and run dynojet after. Only 675 for everything

 

I agree and many miss this. Area under the curve in the rpm band you are using is what gets you the most acceleration at the drag strip, on the road race course and especially daily driving. More mid range really adds to the fun factor on the street because there is less need to downshift for acceleration in traffic or buzz the engine tight when leaving a traffic light. Also the mechanical reliability afforded by keeping the stock 7500 rpm limit is another reason to build area under the curve instead of peak rpm power.

Injector duty cycle has more headroom when building power at rpm’s less than peak. Last winter while my 370z was still stock with an Ecutek tune, I checked the injector duty cycle at 60 degrees F intake air temperature. It was 90% at 7300 rpm shift point. With mods that make 10% more flywheel power you would be out of the range of the stock injectors at IAT temps under 60 degrees at 7300 rpm.

For cars keeping the stock rpm limits the M370 (HR350) upper plenum is a great adder of area under the curve.

 

The only issue is with the M370 is you wont be able to shift that high. The car falls hard at 6500 RPM, at 7k you losing power :/..Stay with the stock manifold, I've yet to see a ported M370 tho. I have a brand new one still sitting at my house maybe I send it out this winter.

 

My VQ35HR made power till 7300 Rpms.that was post tune.untuned you might be losing power

 

I don't have a back to back dyno to verify, but my Z pulls strongly to the 7300 rpm shift point. I have seen dynos that show the same power or maybe a loss of 2-3 hp at 7000 compared to the stock manifold. This may vary from car to car or tune. Anyway the extra 10+ hp in the mid range is a real advantage for a daily driver.

 

^^^ Mine fell hard around 6500, I could actually feel it, I went back to the Z1 and now back on the stock manifold. maybe I should have tried a different tuner, I'm using Seb now maybe I'll toss the one on I have and see what happens :/