We need to be mindful of this heat or we risk damaging our engine or creating conditions where knock is more likely to occur. This has two effects on our tuning requirements and we'll start with the fuel delivery.Īs we combust more fuel and air in the cylinder, we end up creating more heat. The important point to understand is that as you move past atmospheric pressure of 100 kPa (which is about the maximum we can reach with a naturally aspirated engine), up into positive boost, the turbocharger is simply being used to force more air into your cylinders. What this means is that saying we’re running 20 psi of boost isn’t that helpful because the amount of airflow and hence power we can produce with a larger frame turbocharger like a Garrett GTX55 is completely different to the same boost pressure on a modestly sized turbo like a Borg Warner EFR 7163.įorget for a moment that you’re usually using boost pressure on your load axis on a standalone ECU. In many ways boost pressure as a number isn’t actually telling us that much and the far more important aspect is that boost pressure results in airflow - It’s really the airflow that’s the key to what the engine needs in terms of fuel and ignition. One of the concepts we need to start with is what boost pressure means. Understanding what the engine wants then is the first step to creating a reliable tune and reducing your stress load on the dyno. Since turbocharged engines will normally be making more power than a comparable N/A engine, engine damage can occur more quickly if the fuel or ignition isn't correct. While the tuning process is essentially the same, turbocharged engines usually have a narrower tuning window in terms of what we need to provide to keep them running reliably while producing good power. This means fundamentally you're doing the same thing if you're tuning a turbocharged engine, or a naturally aspirated one - There are few extra considerations for the former though. Whether you’re tuning a turbocharged or naturally aspirated (N/A) engine, what you’re trying to do is to optimise the fuel delivery to suit the mass of air entering the engine, and to optimise the ignition timing so you’re creating a spark at the right point in the engine cycle to achieve maximum torque - this is referred to as MBT timing. In this article: Turbocharged vs NA Tuning | AFR Target Map Explained | Turbo Map Focus | Common Boost Problems | Heat Management Read on to learn about the techniques required and let us show you that there really is nothing to be afraid of! Even if you're perfectly competent tuning naturally aspirated engines, the thought of tuning a turbocharged engine can seem very daunting. Tuning turbocharged engines tends to scare off a lot of novice tuners.
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