• Angry
  • Awesome
  • Hungry
  • Secret
  • Page 1 of 18 12311 ... LastLast
    Results 1 to 10 of 173

    Thread: Guide to Tuning Boxes and Remaps

    1. #1
      :D
       
      Awesome
       

      Join Date
      Oct 2009
      Location
      Not India :D
      Posts
      497

      Guide to Tuning Boxes and Remaps

      So finally Techie is having Vacation . So more time to spend in Forum!

      i will explain about Tuning Boxes and remapping in detail with respect CRDI engines. Tdi engines Queries shall be answered as and when needed.

      so before we start off . i will explain the basics of the Crdi injection systems. Treat this as a technical article from the real Techie. So i will be following a report kind of style and yes treat this thread as a guide to CRDi also. TDi as already told will be explained based on Queries.

      So lets start off.

      CRDI systems are the latest generation electronically controlled Diesel injection systems which is a major
      improvement upon the DI injection systems. As the name suggests, there is a Common Rail in the system which actually makes it possible to have an engine speed independent diesel pressurisation for injection into the combustion chamber, it is also independent of the injected fuel quantity. The Common Rail System [CRS] just like the DI system has two pressure delivery sides. The low-pressure side and the high pressure side they consist of the same parts except that there is a Common Rail (a high pressure fuel accumulator) in the high pressure side.

      The supply pump is either separately used in tank, which is electrically controlled otherwise it is integrated with the high pressure pump which is mechanically driven off the cam shaft. The injectors are electrically operated. This makes it possible to open the injectors for more than one time or multiple times in the same compression cycle. The CRS consists of the following main components.

      Engine control module [ECM]: The CRS is controlled by the ECM. It has a metal housing. The sensors and actuators and power supply are connected to this unit through a multi pole plug in connector referred to as wiring harness.
      The power components or drive circuits required to drive the actuators are integrated in the ECM such that they can dissipate their heat into the ECM housing.


      Please note that different OEMs use different names for ECM.

      The ECM evaluates the signal it receives from the external sensors ( more on this later) conditions it if necessary and then process the data received, by referring to the input data and predetermined data maps ( a simple look-up table. More on this also later). Once the processing is done, the ECM microprocessor calculates the injection times and the instance of injection. The outputs from the ECM are used to trigger the drive circuits for the intended actuators and the drive circuit actuates the actuators. In this case the Injectors, the rail pressure control and the engine control functions like Exhaust Gas recirculation etc. the ECM in fact takes care of the whole system functionality. The injection, turbo charging, electrical system, On Board Diagnostics [OBD] and also error information logging in the onboard ROM [read only memory].
      Different manufacturers have different codes for the ECM.

      Low Pressure Delivery: The low pressure delivery consists of the Pre Supply Pump [PSP]. The PSP is either an electrical pump with pre filter or a gear fuel pump.Its function is to transport the fuel in the direction of the high pressure pump from the fuel tank.

      A. Electrical fuel pump: The electric roller cell pump is responsible for the delivery of fuel from tank to high pressure pump. Beginning with the engine crank, the pumps keeps on running independent of the engine speed. It permanently delivers fuel to the high pressure pump through the fuel filter.The excess fuel sent to the high pressure tank can come back to tank through an overflow valve.

      B. Gear type Fuel pump: This type of pump is integrated with the high pressure pump; they both share the same drive. The main components are two counter rotating gear wheels which while rotating mesh with each other. By this procedure fuel gets trapped in the chambers formed between the gear wheels and the pump wall. In this way the fuel is transported to high pressure pump.There is a line of contact between the gearwheels which are rotating, which acts as a seal between suction and pressure ends of the pump. This prevents fuel from flowing back. This type of pump is dependent on engine speed. Itís maintenance free type.

      High Pressure Delivery: The high pressure delivery side consists of the high pressure pump,
      Common Rail and the Injectors. Brief explanation of these components is given below.

      A. High Pressure Pump: The high pressure pump is the interface between the low pressure and high pressure sides. This is the pump that generates the required system pressure continuously in the Common Rail. This implies that in contrast to conventional systems, the fuel doesnít need to be separately compresses for each individual injection process. The high pressure pump is placed in place of the distributor pump as in conventional diesel vehicles. It is mechanically driven from the cam shaft and makes use of the diesel itself for lubricating. Inside the pump there are three radial arranged pistons at 120ļ angle to each other. The fuel is compressed by this arrangement. The driveshaft has eccentric cams which move the pump plungers up and down in accordance with the shape of the cam. The inlet valve closes when the pump piston passes through the Bottom Dead Centre (BDC). The fuel inside the pump cannot escape; hence the fuel can be compressed beyond the delivery pressure. This increased pressure opens the outlet valve as soon as the required rail pressure is met.
      Now the fuel from the high pressure pump goes into the rail where this pressure can be maintained. This enables multiple injections and time controlled injection. In this way the whole system is made independent of the engine speed.
      While this process goes on, whenever the pumping element chamber falls below the PSP pressure, the inlet valve to the high pressure pump opens and the pumping process starts again.

      B. Common Rail (High Pressure Accumulator): This element of the CRS is the element which takes diesel injection to the next level. Though the pump is mechanical, the rail or accumulator holds diesel at a pre set pressure level. From here individual injectors are fed through feed lines. The rail pressure modulation is a complex process and depending on the level of control available for the rail, CRS generations are defined. The generation 1 and 2 have got solenoid valve based injectors while the generation 3 has piezo valve based injectors. The rail pressure is the deciding factor for the generations. The generation 1 CRS has got a maximum possible rail pressure of 1350 Bars and generation 2 CRS has got a maximum possible rail pressure of 1600 Bars. While the generation 3 CRS system has got maximum possible rail pressure at
      2000 Bars, on par with Unit injector systems. The rail pressure modulation is done using either a Pressure Control Valve [PCV] or a Metering unit referred to as MeUn. The third method makes use of both PCV and MeUn. It is known as Coupled Pressure Control [CPC] making use of PCV at low engine speeds and the MeUn in the higher engine speeds. The control can be inlet and outlet controlled. Inlet control refers to using the MeUn also known as the Magnetic Proportioning valve [MRPOP] integrated with the high pressure pump to control the fuel quantity from the PSP to the high pressure pump. Outlet control means the regulation of the output pressure from the high pressure pump using the PCV also referred to as Rail Pressure Control Valve[RPCV] the CPC control uses both inlet and outlet control and is a feature of the generation 2 and 3 CRS.

      C. Injectors for CRS: The injectors used for the CRS are electrically operated and based on the applications, they are hard coded. This implies that injectors used for a particular CRS cannot be used with another CRS. The generation 1 and 2 injectors are solenoid valve based while the generation 3 CRS is based on peizo valves. The injectors used in generation 1 and 2 are rated for max 1600 Bars pressure while generation 3 piezo valve based injectors are rated for 2000Bar pressure. The injectors can open and close multiple times in the same injection cycle. Which enables multiple injections in the CRS; this is very useful for reducing noise and also for reducing emissions. There are a set of injections that happens more before TDC [Top Dead Centre].

      These are known as pilot injections, there can be three of them named pilot 1, pilot 2, pilot 3. They are particularly used to bring down the noise of the engine. The main injection as always is compulsory and canít be done without. This occurs just about TDC.

      After TDC a set of injections are possible, known as post injections. These also are named as post 1, post 2 and post 3. They are mainly used to bring down emission levels. But post 2 injection also delivers additional torque to the engine. In CRS systems, out of the above mentioned pilot , post and main injection, a combination of 5 injections can be used which should compulsorily have main injection.

      The above paragraph is really important for this article. Boxes alters the above mentioned injections using different mechanisms. More on this later.

      Features and Benefits of CRS: The principal feature of CRS is that injection pressure is independent of the
      engine speed and injected fuel quantity. The principal advantages of this single feature is that, the injections can now be controlled based on time and on angle of crank. This gives more freedom to the level of fuel metering. This directly implies that more fuel can be injected even at lower engine speeds hence leading to better power and torque output at lower engine speeds. This improves the drivability of the car, making the car more suitable to be run in cities, where stop and go traffic is more.

      The next major improvement over the DI engines is that electrically operated solenoid or piezo valve based injectors are used, which can open and close multiple times in the same compression cycle in individual cylinders. This has enabled the use of pilot and post injections in addition to main injection,which has made the current generation CRS cars to be as silent as their gasoline sibling and also at the same time meet stringent emission regulations with relative ease. As the name CRS suggests, the common rail has got a pressure regulation mechanism both on the inlet to the high pressure pump and at the outlet of the high pressure pump. This enables the latest generation CRS to build up higher pressures. As of now the standard max pressure available in the generation 3 CRS systems are close to 2000 Bar which is on par with the Unit injector Systems [UIS]. This results in the best possible atomization of the diesel fuel and results in increased efficiency. And since more fuel can be injected irrespective of the engine speed, the current generation CRS cars are always equipped with a turbocharger, so that more power output and lower emission levels are possible. Further more since the rail pressure can be held for longer duration, even when the engine turns off, CRS systems are more adapt to be implemented with Start Stop systems. Where the engines get turned off whenever the engine idles unnecessarily. As explained in the low pressure
      side, electrical pre supply pumps can also be used for CRS. In the latest generation CRS has got a Demand Controlled Pre Supply Pump [DCPSP]. In the CRS using such PSP, the low pressure side does away with the unnecessary pressurization of the fuel and its return to tank through feed back lines into the tank, whenever over flow occurs at the high pressure pump. Thus fuel can be saved since unwanted pressurization of fuel by the PSP is avoided. The use of ECM makes the system more reliable and also easily diagnosable since the ECM diagnostic unit keeps a record of the error codes generated in every driving cycle, be it by any of the sensors or actuators. Since the system is electronically controlled. Certain basic safety features are available on the CRS equipped vehicles, since the ECM is continuously monitoring the driver demand through the accelerator pedal input, if due to any reason the accelerator pedal fails, the ECM is able to activate a Limp Home mode. In this mode the ECM recognizing that driver demand is not registered since the accelerator pedal is not giving any input, it regulates the rail pressure and injects enough fuel to keep the vehicle running in a gear till certain engine speed as set in the ECM in case of an emergency like this. In this way the driver will be able to move slowly till home or a garage.

      So now having understood about the basics. we can go into the details of the tuning Boxes and the Remapping scenario.
      please feel free to ask any doubts will try to clarify them to the extent of my knowledge.

      Going off for a short break. will update the thread asap.

      Till then happy reading..

      Regards,

      Techie.

    2. #2
      :D
       
      Awesome
       

      Join Date
      Oct 2009
      Location
      Not India :D
      Posts
      497
      so coming to the topic of tuning Boxes and remapping. from here the article will be more of a Q & A session.

      As told in paragraph of injectors, the injection of more fuel into the cylinder is one easy way of getting improved power delivery. to achieve this is very difficult and lets just say there is an ever ongoing battle between OEMs and third party Tuning Box and Remapping companies. one tries to safe guard their IP and the other is hell bent on cracking!!.

      Well getting serious now. Two topics are there to be addressed here. Tuning Boxes and remapping.

      this part of the post is about tuning boxes. almost A-Z . topics which i miss and those which need more clarification shall be answered as and when needed.

      From previous Basics. The ECM is the unit which controls the CRS. The tuning Boxes are Electronic circuits which takes inputs signals to specific actuators from the ECM. like Rail and Injectors, and then modify them and send this Altered Waveform or signal to the actuators mentioned above and also feed back these altered signals back to the ECM. it basically fools the ECM or ECU. end result is more injection of diesel into the cylinder for combustion.

      Now a days tuning boxes mainly applies two techniques to achieve what is told above. Based on this two types of boxes are there. There are advantage and disadvantage for both of these techniques and why they are used. They are as follows.

      IM - Injection Modulation type: These tuning Boxes are those which alters the Duty cycle of the injectors. That is the ratio of time to which the injector remains open to the total time current is applied to the injector. For example a 50% duty cycle means out of total time the current is applied, 50% the injector remains open and rest closed. The input to the injector is in the form of a PWM [ pulse width modulation ] waveform.

      it is a rectangular waveform in which the ratio of high time to total time period is known as duty cycle. so if time period is 10ms and duty cycle is 50% then it has a high time of 50% and low time of 50% . in ideal case if this signal is applied to an injector, the injector will remain open for 5ms out of every 10ms the pulse is given.

      the IM type box changes this PWM signal to the injectors and also the feed back to the ECM so that limp home mode is not activated. when this PWM is changed , typically the Duty cycle for Main injection and Post injection 2 gets increased. while that for pilot may be decreased ( the opposite is also possible, post might be made real small to accommodate huge main etc. it changes form algorithm to algorithm and based on this the performance of the box also changes] so as to accommodate the increased duty cycle of the main injection. in this way more fuel goes into cylinder by the increased opening time of injectors. so injectors remain open for longer and more fuel goes in.

      now the main limitation here is the duty cycle limit of the injectors, some are rated for 80% max duty cycle while others are rated at 55-60% it depends on kind of injector and OEMs and also the engine speed . this is because as the engine speed increases , the injections main, pilot n post have higher chances of overlapping which is a no-no. so at higher engine speeds such boxes cannot provide optimum fueling.

      so the tuning box manufacturers keep the IM type boxes well within OEM safe limits and OEMs decide on the duty cycle keeping in mind the application of the injectors for example like passenger car, truck, van etc, they will remain well within safe limits. the tuning box people usually makes use of the duty cycle upper range still will not go into the critical range say last 5-10% of duty cycle range.

      The alteration of the duty cycle is dynamic that is it changes with engine speed so in a particular mode it will be such that the low end only has got a duty cycle shift hence more drivability in low end, for power mode it will be in mid end and in power 2 usually high end. [ it never goes near to tolerance range for example. usually for 55-60% rating, there will be a tolerance of 10-15% which is never made use of by tuning box manufacturers].

      there is always chance that the ECM can detect foul play in readings and then what happens is the IM box gets bypassed meaning it suits idle and sends actual data to actuator and ECM. hence this forms the basic safety feature of IM box.

      will post the rest in a while. Bit tired of typing.

      Techie..

    3. #3
      :D
       
      Awesome
       

      Join Date
      Oct 2009
      Location
      Not India :D
      Posts
      497
      The IM box is a safer bet since it in no way affects the injection pump elements which are always more costly compared to the four injectors for the four cylinders in a typical 4cylinder engine.

      but the main two secondary problems associated with tuning box is smoke and oil usage. its a nice idea to use synthetic oil n change every 5k or use a very good oil and change every 5k kms. smoke happens since stock air filter is used. always better to use better air filter with a tuning box. these are normal side effects which can be avoided.

      The running components like clutch etc shall have lower life. due to additional torque. but then again no pain no gain. still these are more or less negligible. as only a few thousand kms from running components like clutch, brake pads etc are taken off . any human being can live with it no problems.

      will discuss about Tuning Boxes versus remapping in later parts.

    4. #4
      not aware that he can set his status here!
       
      Awesome
       

      Join Date
      Dec 2009
      Location
      PUNE
      Posts
      278
      One hell of a research report.
      2005 BAJAJ PULSAR DTSi 150 ES
      2006 BAJAJ DISCOVER DTSi 125 ES
      2010 JAN' MARUTI SUZUKI SWIFT LDi

    5. #5
      not aware that he can set his status here!
       
      Awesome
       

      Join Date
      Nov 2009
      Posts
      366
      Excellent report Techie. Looking forward to more on this thread.
      ~ 2009 Punto E Pk Multijet

    6. #6
      :D
       
      Awesome
       

      Join Date
      Oct 2009
      Location
      Not India :D
      Posts
      497
      So next Q is how to recognize the IM type boxes?

      simple it will always have 4 connectors to each of the injectors. care must be taken that all the injector connectors are always secure. one of them goes loose. one of the cylinders in the engine wont be getting diesel injected into it while the vehicle runs. this is not a good thing.

      why use the IM type?

      well there are reasons which need a better understanding of the demand structure ( this is a generic tech term used to describe how the injected fuel quantity is decided by the ECM] of CRS generations.

      the initial generations of CRS were all Speed demand based. that is the injected fuel quantity dependent on the engine speed ( calculated by ECM based on driver demand) and on gear selected and load on the engine. the gear selected is detected in ECM by monitoring the engine speed to vehicle speed ratio. this ratio would be different for each gear , so the basic principle is to calculate the engine speed required to meet all driver demand requirements. and then inject that Quantity of fuel to make the engine run at that required RPM.

      this inherently makes the injection quantity and hence the PWM pulse talked about in earlier sections more or less dependent on the engine speed. that is suppose you are making a tuning Box, you need to simply monitor the engine speed Vs injection PWM in each gear and design an Electronic circuit which takes the input from the ECM to the injectors alone. and process them to your new speed vs injection PWM signal. this is easy to implement once you have the blue print of the injection system. understanding this blue print is impossible unless you know the theory behind the injection inside out.

      The difficult part is to get the original reading. this is because for one, the equipment to monitor this PWM will be darn expensive!! and also getting a signal back to the ECM which is as plausible ( good quality as the original signal is an art in itself!) as original signal is difficult. the board on which this circuit is implemented is very cheap wont be more than 7-10k rs no matter what ( this if you use the very best components) but the development cost and brandname plays a majot part in tuning Box Cost.

      Remember that this is the intial generation. here both the Box manufacturer and OEM are more or less in intial stage. the injectors didnt have a PWM signal lock on them only a ECM lock ( only the same ECM and injector combo can be used was there). in later generations there Usually is there an N-bit encryption on the injector ( for the PWM signal) which prevents it from accepting the IM tuning Boxes which plays with the PWM . any change in PWM signal and then injectors simply wont accept that signal. this was done by the OEMs to stop tuning Boxes from being used.

      why? simple warranty claims went over the roof in taxi operator vehicles. these fellows run in the range of a few hundred thousands of miles. in Indian systems anywhere between 3lakh to 5 lakh kms within the warranty period of two years. the manufacturers give unlimited KM warranty for first two years. and the Box was not detectable since the OBD unit on the ECM of that generation didnt have Sporadic Error Code system ( this is also a technical term which describes errors that occur during runtime due to improper readings from sensors and injectors).


      Tuning Boxes can only be detected by checking the sporadic error codes and some other codes. these are OEM specific!) there is a simple way of detecting this tuning box ( when serious claims comes this check is done and then comes problems!!). just check the injector SOE ( start of energization from SOE log in the ECM ) and Injection Look up table vs injection time log ) always when a Box is used, the time for which the injector remain open and the time for which the injector has to remain open for the injection of injection quantity specified will mismatch for sure!! bingo Box was used. This mismatch does Coz Error codes to be set but these are sporadic type. not the red type which will activate limp home mode. ( this happens only when a sensor send an error code) in case of sporadic errors all sensors are working so ECM never registers any issues.

      This mismatch mentioned above was not easy to monitor and also letting third party people at dealerships have access to such tools will only spell more trouble!! as once that mechanic is familiar with this the box manufacturer will play all dirty games to get that guy to work for them.

      So OEMs took the game one step further they Locked the injectors!!. this lead to the Box manufacturer to adopt different method to change the injected fuel quantity. Even initially also the IM Box manufacturers once which were settled down had led to their competitors to adopt better technique to achieve more better results. Thus the Rail Pressure Modulation Box came into being!! ( this is a tricky fellow and also risky!!)

      more on this in coming sections. Have to do some home Work. will update this thread later.

    7. #7
      Forum Leader
      Diesel till I die!
       
      Awesome
       
      Ripper's Avatar
      Join Date
      Oct 2009
      Location
      Cochin
      Posts
      2,813
      Where does the ECU store all the data of how long an injector remained open? For eg, I ran a tuning box for a year. If there is a mismatch on opening times between what is required, and what actually took place, and the ECU records all these mismatches as individual errors, memory would overflow. Because over a year, the injectors would have completed millions of duty cycles. Or did it get it all bass-ackwards?
      Please subscribe to the #Cochin hashtag for notifications on the Cochin meets.

    8. #8
      :D
       
      Awesome
       

      Join Date
      Oct 2009
      Location
      Not India :D
      Posts
      497
      Sporadic errors are recorded only for that specific drive cycle. once the error logging is done for a drive cycle. the next time the engine is turned on another drive cycle happens and the new sporadic error codes rewrites the old ones. no memory over flow problem only the RED flagged error codes are stored in ROM for future reference.

      so suppose you removed the box and went in for some check. the last drive cycle errors shall be accessible. based on different OEM standards, the previous error codes might be overwritten by new different codes or new error codes might be written to memory in addition to old error codes. this is for those error codes you that were set while you drove down to check after removing Box.

      And these sporadic error codes are not accessible from OBD scanners. these are for monitoring the runtime behavior of car ECM during initial test phase. only the actual RED flagged Error codes are accessible for diagnosis at Dealerships. so tuning Boxes are more or less not detected at dealer ships. to gain access to all error codes, we need access to ECM ROM area, which is only possible using Diagnostic tools which cost like crazy and also with OEM branded software which can bypass the ECM ROM protection encryption. And also only when the ECM is hooked to a LAB power supply and then hooked onto a Closed loop test equipment.

      a boxed map is run on the lab car test equipment and then the error logs generated by the tool and labcar is compared with the error log recorded actually form the ECU, if they match more or less depending on the aggressiveness of the box tuning, Bingo trouble!!

    9. #9
      :D
       
      Awesome
       

      Join Date
      Oct 2009
      Location
      Not India :D
      Posts
      497
      The Rail pressure Modulation Box as the name suggests , modules the pressure of the Rail. so as can be seen from the Basics, each generation has a Max rail pressure limit. OEMs never use them to the MAX . due to reliability factors.

      The underlying principle is that when the rail pressure is increased, the amount of fuel that goes out of the injector into the cylinder will be more compared to the normal rail pressure. as explained earlier. for the same time of 10ms, 50% duty cycle applied, the amount of fuel injected shall be higher when the rail pressure is increased. this is a no nonsense method with the advantage that at higher engine speeds, the IM Box limitation is overcome here as injection window time ( time for which injector remains open is not altered). so this can give better results and also more control.

      The theory as stated above is easy. but achieving this practically is risky!!, since the ECM control the high pressure pump ( indirectly ) which maintains the pressure in the rail through the pressure control methods mentioned earlier. so what is done is the Rail pressure sensor signal is taken by the box and then altered and given to the ECM which controls the pressure regulation valves so as to maintain the rail pressure as per the new RPS signal. here the High pressure pump will have to work overtime to maintain the rail pressure high most of the time. ( premature injection pump failure is notoriously when RPM boxes are used, which alters the RPS signal without engine Blue printing!! and also no proper testing!!) Caution Caution!!


      before understanding the basics of the RPM type box we have to revisit the demand structure! . the later generations of CRS are torque structure based. that is injected fuel quantity is not dependent on the engine speed but dependent on the torque demanded by the driver. again here inputs are gear selected, driver demand ( acc pedal input ) additional torque demand like AC, vacuum booster, alternator etc. based on this the ECM calculates the Torque demanded from the engine by the driver at a given RPM and forms a PWM signal which injects that much of fuel so as to produce the required torque!


      so here the complexity lies in the fact that there is no fixed PWM signal for a specific engine RPM so the technique of IM by just monitoring injection PWM vs engine speed goes right out of the window. and also anyways the injectors are locked!!! so then the best way is to let the ECM do the PWM genration based on whatever inputs, indirectly change the rail pressure for that given engine speed! ( yes engine speed vs Rail pressure follows a particular graph dependent on OEM and engine spec and application)

      so here the basic technique is to monitor the rail pressure at different RPMs and then alter the RPS according to the Box. the RPS is usually calibrated at 2V referring to as max rail pressure to be attained inside the rail pressure. RPS is the feed back element to the ECM for maintaing Rail pressure. so at lower engine speed through mid engine speed itself, the RPS reaches this 2V, for highend power, the RPS voltage goes above 2V this can be processed by ECM and also yes the RPS is rated for 5V max. so there is no issues.

      by this time the Rail Pressure modification became the new standard since it did not need the cracking of injectors to be done. which was not possible at that time by Box people. and also the new torque based structure for PWM generation was too complex for Box people to crack!!

      then came the latest generation CRS where the RPS signal was set as non-plausible for values above 2V . this threw RPM box application right out of the window!!. only way was to either crack the ECM n remove this limitation or go back to work on the injectors since by now the know-how of torque based structure was well known to the Box design engineers. Finally the injectors were cracked and again the IM boxes are back in business!!. the Latest generation Boxes IM type are very expensive since the development cost incurred will be too high on them.

      one small problem in RPM boxes is that the RPS is integrated with the rail, if the sensor fails. the whole rail has to be replaced!!! this wont be a cheap affair!!

      here again the CRS system will have inherent changes based on the OEM standards and hence latest generation boxes do can have RPM on latest generation systems.

      Both of the above mentioned methods more or less fool the ECM. and hence for going to high stage modifications, the Remapping is the way to go!! will explain in detail about remapping in coming sections.

    10. #10
      Forum Leader
      Diesel till I die!
       
      Awesome
       
      Ripper's Avatar
      Join Date
      Oct 2009
      Location
      Cochin
      Posts
      2,813
      @techie- thanks for answering my query. Basically,What you have said is that, tuning boxes are undetectable by the regular service center. I dont think, that the OEMs here find it cost effective enough to hand out sophisticated diagnostics to every dealership. In effect, the tuning box party continues
      Please subscribe to the #Cochin hashtag for notifications on the Cochin meets.

    Page 1 of 18 12311 ... LastLast

    Thread Information

    Users Browsing this Thread

    There are currently 1 users browsing this thread. (0 members and 1 guests)

    Similar Threads

    1. The Engine Oil Guide
      By Nithin in forum Engines & Transmissions
      Replies: 1142
      Last Post: 18th Feb 2017, 23:07
    2. Tuning boxes - pros and cons
      By sdp1975 in forum Engines & Transmissions
      Replies: 64
      Last Post: 17th Oct 2011, 12:47
    3. The history of the 'Tuning Companies'
      By vtecb0y in forum General Discussions
      Replies: 30
      Last Post: 7th May 2010, 17:47
    4. A guide to basics behind engine tuning and power production
      By FanBoy in forum Engines & Transmissions
      Replies: 8
      Last Post: 4th Jan 2010, 20:45
    5. Tuning Box and FE
      By kvk in forum Engines & Transmissions
      Replies: 31
      Last Post: 6th Nov 2009, 18:30

    Bookmarks

    Posting Permissions

    • You may not post new threads
    • You may not post replies
    • You may not post attachments
    • You may not edit your posts
    •