Thanks to Jagular @ SOS Performance in Indy for sticking with me and running the car basically all day on the dyno....
Dynoed on a Mustang Dynanometer.
from cougarfest, i never got much more torque, but i did get the flattest torque curve i have ever seen..... (big gains down low)
163tq, 160hp..... is the run we printed out... i did basically 5 runs in around that number.... but what's kickass is at 2300 rpm i'm getting 136ft/lbs.... by 3100 it's 140+..... peaks at 4500rpm and stays above 140 until 6000 rpm..... so from 2300 - 6000 rpm i'm getting 85%+ of my peak torque
.....
Beautiful Flatness.
now for the fun part ........
75 wet shot.......
240 tq, 210 hq..... on a mustang dynanometer.......
now for argument sakes, a mustang dynanometer should give 10-15% lower than a dynojet (too many variables to know for sure)..... and we have a 15-18% drivetrain loss..... that 240tq number works out to about 330tq @ 4500 rpm and 280hq @ 5200rpm on the crank snub.....
Jagular (TJ) was awesome. He worked with my car through all the details. I have a UNI Chip in my car. The chips are popular with the miata people, and it's basically a super E-Manage. It will do fuel, timing curves, as well as upto 2 secondary controllers for water injection, boost, or in my case a progressive nitrous controller (not yet hooked up)....
How it controls timing is by modifying the cam position sensor, rather than controlling the actual coil pack..... hence no need for special power supply units.....
The only bummer about the chip, is I need to go to an authorize dealer whom has the special dongle to control the chip and program it...... All programming however is done on a laptop.
What we did as essentially add fuel to nearly the entire curve but in and around 4200 rpm where it was running fine.... once the a/f was at a respectable level, we started adding some timing, which really helped in the lower end, but not so much up high.... after over a dozen pulls on the dyno, it was time to turn on the nitrous... and although at first i though something was terribly wrong as it wasn't spraying, i forgot about my secondary kill switch for the n2o (my fault), which was in the off position of course .... so once we turned that on using a 35 jet, the car screamed nearly 50 more ft/lbs (hp was slightly up)..... next we went to the 75 jet, where i netted about 80 ft/lbs to the wheels..... we did a few pulls like this, added some timing, loss a few hp, and pulled it back.....
Also we did all the tuning with the CEL on.... this is because i have no IMRC controller and will continuously trigger the CEL, since the ecu pulls some timing when the CEL is on we figured we will tune it at this level.....
In the end, Jagular is a great guy and worked really hard to make the faltest tq curve i have ever seen on a duratec...... he took some flak from some guys here for being a little ambitious and early with some of his announcements, but he really helped me great, gave me a good deal on the dyno and well for the amount of time my car sat on the dyno, i could never find a better deal anywhere.....
if you are looking for a tuning solution, take a look at Jagular's shop in Indy called SOS Performance. 765-617-8655.... he may not have the reputation of street flight, but he really knows his stuff, and well to me the 5 hour drive to indy is much easier to accomplish, than the 2 day drive to arizona......
My setup:
2001 3L with oval port plastic intake manifolds
2001 3L Cams (about the same as stock SE cams)
PnP Heads
19# injectors with 19# C&L MAF
3L Throttle body
Intake, exhaust, gutted pre-cats
Nitrous Express Wet shot (running 75 for now)
UNI Chip Engine managment system
