Quote:
Originally Posted by Calvin@Vishnu
The point is that detonation is caused by excessive timing for the given conditions. And with a "tune" targets a stock (5-8psi appropriate) timing curve REGARDLESS OF CONDITIONS, you are playing with fire. It doesn't take an expert tuner to figure this out. If you went on ANY other tuning forum (evo, suby, camaro, porsche, corvette, buick, mazda, etc,.) and told them that you increased boost by 10psi with no changes to your timing maps, they would sell shorts on your engine. Yet it's only in this forum where there are people that think this approach to tuning is ok. And they are misinformed.
And just because there have only been 2 public engine failures in the last couple of months, does not mean that there have not been more behind the scenes. Nor does it mean that there aren't many people out there who have not experienced catastrophic failure but rather the far more likely scenario of excessive engine wear and tear from the additive effects of mild/moderate detonation.
The basics of engine tuning theory can't be ignored. It's convenient for the developer of what is essentially a boost controller to say that this DME is "different" and that you don't have to tune it correctly. But that, quite clearly, is not true. And I think that everyone, deep down inside, knows that.
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You continually miss the point and try to paint yourself in to a marketing position but this point is not lost on readers. MANY OF YOUR METH CUSTOMERS ARE RUNNING SIMILARLY WITH 18+PSI AND NO "IGNITION
CORRECTION". If one were to connect a meth kit to your tuning and not enable a failsafe system it would "autotune" itself to a similar condition of high boost and full advance. And if the meth took longer to spool up or stopped during a run one would expect similar results.
One need only look at a pump gas PROcede datalog showing the huge knock/timing drops at 4000rpm to know that all of these systems are riding the factory knock system....
Mike