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Buy with confidence! If for any reason you're not completely satisfied with an item, simply return it within 7 days and the purchase price will be refunded.
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We ship world wide. All international orders must be paid online. Checks or money orders drawn on non-US banks will not be accepted.
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Tuning EFI with Blowers
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So far, the focus of this book has been naturally aspirated engine calibration. Although forced induction has been occasionally mentioned, it deserves some more focused attention. The aftermarket performance industry is flush with ways to add power to an engine. Few of these methods come close to the potential that forced induction offers for power increases. Many OEM vehicles are built with superchargers or turbochargers from the factory, which often leaves the door open for the enthusiast to simply increase the pressure ratio in the search for power. At the end of the day, the concerns are the same. Any time more compression happens to a gas, its temperature rises by some amount. How much temperature increase comes along with the compression is a direct result of the amount of compression happening and the efficiency with which it is being done. Not all compression methods are created equal.
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The Ford Lightning is an example of a vehicle that came from the factory with some form of supercharging. The ECU has logic that can accurately calculate engine loads in excess of 100%. (Nate Tovey)
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It is important not to confuse manifold pressure with cylinder pressure. The two are linked, but the relationship between them is unique for each engine combination. Cylinder pressure is the primary deciding factor when considering how much less timing is needed under boost compared to the same engine under atmospheric conditions. Looking at load instead of boost gives a better representation of what the engine wants. Increases in airflow cause load shifts, not boost. Boost is just a measure of restriction between the engine and compressor. If exhaust backpressure or camshaft design is changed to increase flow, boost may actually decrease (without a change in drive/pulley ratio) while airflow and load increase. This condition may require a reduction in timing to prevent knock at the higher load even though boost has been reduced. The only way to know for sure is to test under load.
As mentioned before, extra fueling is used to improve combustion stability and reduce temperatures under high load. The increase in available airflow may also require revision to acceleration enrichment requirements to accommodate the higher instantaneous increases in airflow on tip-in. Supercharged engines should still be able to operate normally at low and mid load. The addition of forced induction alone does not require that the engine always be operated rich. The normal procedure for part throttle mapping remains and l = 1 fueling for most operating conditions should still be targeted to preserve fuel economy and emissions.
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Part load spark calibration is again almost identical to that of a naturally aspirated engine. MBT is not affected by the supercharger at part throttle. MBT remains the ignition target at part load. There will just have to be a blending into the new higher load regions of the map.
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Centrifugal Superchargers Probably the most widely used compressor in the performance aftermarket is the centrifugal pump. Companies such as Vortech, Paxton, and ATI produce countless systems for almost every performance vehicle on the market. These compressors are driven by the accessory drive belt, linking their impeller speed directly to engine speed. Because these compressors offer little increase in flow at low speeds, they are overdriven through both pulley ratio and internal gear sets. Still, the centrifugal pump design requires relatively high speed to reach its potential. Actual engine boost output from a centrifugal supercharger increases with engine speed. Drive losses for a centrifugal supercharger also vary depending on the load. At idle they only require a few horsepower to turn, but losses increase with speed. A typical aftermarket street supercharger can take anywhere from 30 to 50 hp to drive at full load. This is very real power that must be transferred from the crankshaft to the supercharger, and it must be taken into account when calculating fuel system requirements. Luckily, the drastic increase in airflow more than outweighs the parasitic losses at high load.
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This engine is equipped with a Paxton centrifugal supercharger. A longer accessory drive belt is used to accommodate the extra pulleys and positioning. (Nate Tovey)
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As impeller speed increases, so does pumping volume and efficiency… to a point. The result is usually a wide-open throttle boost curve that increases almost linearly with engine speed. At low RPM, there is almost no added manifold pressure. Therefore, engine calibration at these speeds can be done with a leaner lambda and more aggressive spark advance below peak camshaft efficiency, just like on a naturally aspirated engine.
Even with relatively little increase in engine load at low throttle position, air is still being pumped by the compressor at low speed. This pumping volume is still greater than the engine’s airflow requirements at idle and low load, so pressure builds between the throttle blade and compressor. The added pressure on the compressor blades creates drag on the accessory drive that can make idle control difficult. A bypass valve is used to divert this pressure back to the inlet side of the compressor. The valve is actuated by a vacuum diaphragm connected to the intake manifold. When the throttle is opened and manifold vacuum disappears, the bypass valve closes and forces all compressor output to be routed directly into the engine.
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Engines equipped with centrifugal superchargers make peak boost at redline. The exponential response generates most additional loading after the engine passes peak torque. (Nate Tovey)
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One word of caution for mass airflow based systems is to ensure that all flow only passes the metering element once. It is a common mistake to route bypass air back into the inlet upstream of the MAF sensor, causing double metering during bypass. This makes proper MAF calibration all but impossible. Likewise, if the bypass is placed after the MAF element, it must not vent to atmosphere. Dumping metered air back to the atmosphere results in a rich condition as the PCM assumes all metered air is actually going into the engine.
As engine speeds increase, boost pressure at WOT also increases, resulting in loads exceeding 100%. Load continues to increase all the way until redline unless otherwise restricted. Unless the drive belt slips, centrifugal superchargers develop maximum boost at redline. Cylinder pressures should steadily increase with speed as well, with moderate increases near peak torque and substantial improvements at high speed where the efficiency of the centrifugal pump becomes greater.
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Because of the variable load increase, a centrifugal supercharger system rated to deliver 10 psi (0.7 bar) of boost only does so at maximum speed. If this maximum speed is 6,500 rpm, there may only be 5 psi (0.35 bar) of boost present at the torque peak near 4,500 rpm. This tells us two things. First, engine load increase near peak torque (the point at which cylinder pressure would normally be highest) is significantly less than what is seen at redline. This means that less timing retard is necessary at this point in order to maintain good engine durability and knock resistance versus redline. Secondly, increasing loading means that the high-RPM pumping efficiency of the newly supercharged engine system is extended. An engine that would otherwise lose volumetric efficiency near 6,000 rpm may now continue to develop useful power to 6,500 rpm or higher.
This is due to the ever-increasing manifold pressure overcoming the loss of ram tuning effectiveness. When peak load is reached at high engine speed, more timing must be pulled to avoid knock. The increased inlet temperature that comes with boost should be compensated for in the calibration. This is done by adjusting the IAT timing function accordingly to pull timing at high temperatures. For this reason, the IAT sensor should be placed such that it always measures actual manifold air temperatures in supercharged applications.
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This supercharged engine makes over 1,700 hp and an appropriately large amount of boost. To vent this tremendous pressure when the throttle is closed, two bypass valves are employed to reduce the load on the compressor wheel. (Nate Tovey)
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Previous | Next
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This has been a sample page from
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Engine Management: Advanced Tuning by Greg Banish
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As tools for tuning modern engines have become more powerful and sophisticated in recent years, the need for in-depth knowledge of engine management systems and tuning techniques has grown. Tuning engines can be a mysterious art, as all engines need a precise balance of fuel, air, and timing in order to reach their true performance potential.
Engine Management: Advanced Tuning explains how the EFI system determines engine operation and how the calibrator can change the controlling parameters to optimize actual engine performance. This book takes engine-tuning techniques to the next level. It is a must-have for tuners and calibrators and a valuable resource for anyone who wants to make horsepower with a fuel-injected, electronically controlled engine.
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Click below to view sample pages from each chapter
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Author Greg Banish is a calibration engineer with extensive aftermarket performance calibration experience. With over a thousand unique calibrations performed over five years, he has worked with enthusiasts and OEMs alike to improve the performance and driving behavior of a wide range of vehicles.
The book contains detailed equations, graphs, and illustrations. Also included are valuable and practical examples, including real- world examples based upon the author’s experience that will help more advanced readers apply this new information to situations that are commonly seen during calibration.
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1 - Introduction to EFI 2 - Basics of Fuel Injection 3 - Carbureted Engines 4 - EFI System Inputs 5 - Fuel Injectors 6 - EFI System Fuel Control 7 - Ignition Systems with EFI 8 - Data Logging 9 - EFI System Calibration 10 - Idle Calibration 11 - Tuning for More Power 12 - Fine Tuning EFI 13 - Tuning EFI with Blowers 14 - Tuning Ford EFI Systems 15 - Aftermarket EFI Systems 16 - INCA OEM Calibration 17 - External EFI Controllers
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8-1/2 x 11" Soft bound 128 pages 200 color photos Item # SA135 Price: $22.95
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Click here to buy now!
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Other items you might be interested in
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Performance Ignition Systems Performance Ignition Systems is a comprehensive guide to significant increases in power, mileage and overall engine performance by custom tuning electronic or breaker point ignition systems. Sections include increasing engine power, efficiency, mileage and longevity using upgraded ignition equipment, judging and troubleshooting ignition components, including diagnosis and reading spark plugs, electrical wiring problems and solutions, tech tips and custom wiring for the ultimate performance ignition and much, much more.
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Price: $18.95
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Building & Tuning High-Performance Electronic Fuel Injection Provides specific, detailed info on what fuel injection is & how it works. Covers buying and installing the proper system for your performance application. After a description of what programmable EFI offers its users, author Ben Strader (founder and senior instructor of EFI University) gives a detailed account of what you want to accomplish with your EFI system, then shows you how to get there.
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Price:
$18.95
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Turbochargers How to select and install the correct turbo for big or small horsepower gains. Discusses turbocharger design, sizing, matching, controls, carburetion, exhaust, ignition, intercooling, marine and high altitude applications. The most comprehensive book available. Turbo suppliers and kit maker addresses are included. “Everything you could possibly need to know about turbochargers for automotive applications is in this book.
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Price: $18.95
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Shipping is combined and discounted for multiple item purchases! Buy more and save on shipping! We ship Worldwide! See International Shipping for more information!
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SHIPPING Standard shipping is a flat rate of $4.95 to anywhere in the United States with USPS Media Mail. Priority Mail shipping is available for an additional $3.00, or $7.95 shipping. Shipping is combined and discounted for multiple items purchases as follows: first item regular price shipping, add $1.95 for each additional item.
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