Originally Posted by SurgeLineTuning

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In regards to your specific comments about SurgeLine Tuning and COBB Tuning:

I am not contributing to this forum to upset you. Our dyno results are not meant to discredit your hard work on intake testing. There is a reason why our results are different and highlighting these differences may contribute to our understanding of this motor and ECU

I am sorry i did not answer your PMs. I manage a VERY busy performance shop and R&D center so I cannot frequently attend to every forum where i could contribute. I'll turn PMs OFF in my profile. IN the future please email me directly at
sales@surgelinetuning.com

Or call the shop during business hours: 503-670-9500

SurgeLine Tuning is a subsidiary of COBB Tuning and we do highly proprietary development work for COBB Tuning. In fact, i am one of three calibrators to be on Cobb's payroll. I can assure you i have the ear of every engineer who has spent countless hours to deconvolve this ECU.

Back to the G3
Can you share the timing, airflow, and other logged information from these tests? Also, what were the short and long term fuel trims?
The one thing to consider regarding your intake testing results is the lack of time for the ECU to "learn" fuel trims. I predict these intakes made power by under-reporting the quantity of air passing into the motor. If this is true, the extra power you observed was a result of leaner AF mixture and, importantly, more ignition timing. However, in a real world circumstance, the intake is on the car for a long period of time and the ECU has an opportunity to "correct" for the new intake by adjusting the fuel trims. The ECU can also lean to adjust ignition timing by pulling back to more conservative high detonation tables.
So, while these intakes made more power in your hands, on a dyno, after an ECU reset... I must ask the question do these intakes really perform as you report after being on the car for more than a few minutes.
Intakes can make sustainable increases in power IF they actually increase the pumping efficiency of the motor. I would love to produce calibrations that work in harmony with all the popular intakes for this platform. However, i started the calibration process using the stock intakes to reduce unknown variables in the tune. Because Nissan engineers spent a huge amount of time to properly calibrate and balance the two factory intakes, i know i can depend upon the accuracy of this part of the stock calibration to produce minimal long term fuel trims and enhanced calibration stability.

The next steps in calibration process are to develop a calibrations that support aftermarket intakes. The data from your logger (mass air flow, engine speed, AF ratio, fuel trims, ignition timing, etc) may be enough to promote more rapid development of these maps.

I’ll post up the results of our initial testing when we’re ready to release the first accessports to the public in the VERY near future.

Best Regards
Tim Bailey - SurgeLine Tuning Manager and Cobb Tuning calibrator

Originally Posted by bboysteele

I am sending this data to Cobb so I can send it to you as well if you want the logs. I logged RPM, intake air temp, mass air flow, ignition timing, and engine coolant temp.

And you have to understand my frustrations. I posted the question in the forum which you replied to but never answered the question and I also sent you two or three PMs. That being the case it looked like you were avoiding the question. All I wanted to know was the process you followed to get the numbers you got. Most shops that do testing follow specific guidelines and I just wanted to know what they were.