Flash pro for the Fit
#1
10-26-2012, 05:51 PM
Flash pro for the Fit
well. i don't know if this has been posted yet or not. go take a look at their website...flash pro for the fit is coming.
FlashPro Fit
great option for tuning now. makes me wish my fit wasn't my DD. very exciting news non the less!
FlashPro Fit
great option for tuning now. makes me wish my fit wasn't my DD. very exciting news non the less!
#13
10-30-2012, 05:40 PM
I'm a little surprised myself that Hondata didn't decide to release one for the GE8 and just the GD.
Feel free to contact us when these parts become available, as we are Hondata dealer as well.
Regards,
Jason @ AJR
Feel free to contact us when these parts become available, as we are Hondata dealer as well.
Regards,
Jason @ AJR
#14
10-30-2012, 05:53 PM
Join Date: Sep 2010
Location: Chicago, Illinois
Posts: 4,424
The GE8 ECU is a feisty mistress.
Hondata already cracked the GD ECU when they developed the supercard for Jackson Racing, so the work was already done they just needed to see a market.
Hondata already cracked the GD ECU when they developed the supercard for Jackson Racing, so the work was already done they just needed to see a market.
#15
10-30-2012, 06:32 PM
I think in time Hondata will release one for the GE. I know there are people out there saying they want it, but really when it comes time how many do you think will put up the money?
#16
10-30-2012, 07:40 PM
Join Date: Sep 2010
Location: Chicago, Illinois
Posts: 4,424
Considering that Flashpro should be a first real "mod" for anyone with any intent on I/H/E and so forth.. I hope lots. I say that in much the same way ECMLink is a must as a first mod for DSMs.
Really even if it is MSRP $695... that is a steal for what this can let us do.
I am hoping that they (Hondata) have the ability to add more controls in the future or if a customer offers to pay more for the privilege...
Like being able to run larger injectors, or a secondary set, or activate meth or nitrous and secondary fuel/spark table(s)
But I probably shouldn't push my luck just yet.
This is a big deal and I hope anyone who was contemplating blowing $500 on a shiny new fart can would be able to take a look at this, do the cost/benefit math and pony up for this instead.
Can't wait till mine shows up and I can get cracking.
Really even if it is MSRP $695... that is a steal for what this can let us do.
I am hoping that they (Hondata) have the ability to add more controls in the future or if a customer offers to pay more for the privilege...
Like being able to run larger injectors, or a secondary set, or activate meth or nitrous and secondary fuel/spark table(s)
But I probably shouldn't push my luck just yet.
This is a big deal and I hope anyone who was contemplating blowing $500 on a shiny new fart can would be able to take a look at this, do the cost/benefit math and pony up for this instead.
Can't wait till mine shows up and I can get cracking.
#17
10-30-2012, 10:46 PM
Interestingly as I learn more about tuning I realize that the old conversations I used to have - how much HP will I free up from a new intake, etc - were all either predicated on the ECU being able to adjust to the new amount of airflow OR basically just messing in a probably-not-positive way with the ingoing A/F mixture.
Which is more likely? Do even small modifications impact the ECUs ability to manage the combustion? What does the ECU really react to and within what constraints?
Still general questions but always curious
Which is more likely? Do even small modifications impact the ECUs ability to manage the combustion? What does the ECU really react to and within what constraints?
Still general questions but always curious
#18
10-31-2012, 10:42 AM
With so much more GE's out there and especially the mods being done in other countries it's only a matter of time when it will come out for the GE's.
#19
10-31-2012, 10:46 AM
Join Date: Sep 2010
Location: Chicago, Illinois
Posts: 4,424
To oversimplify:
Closed loop, where the ECU can adjust timing and fuel schemes to account for a narrow range of airflow conditions both above and below what is called for in the stock maps.
Open loop (WOT) runs off no sensor feedback and only uses stock values for a given RPM and load.
So in Open Loop, where you will be when driving hard, if you have VE mods that allow for more airflow at the same manifold pressure you will be using whatever spark advance is called for and whatever fuel is scheduled.. which is why things can lean out.
If the ECU is not checking the O2 sensor because you are in closed loop and manifold pressure is 100kPa with the throttle wide open you will be in that load row sweeping through the RPM range.
And where a particular cell on a stock setup would be dictating a Max Rich Torque fuel ratio of 12.5:1 AFR, you're added airflow from increased VE for a given portion of the rev-range may push that leaner towards 12.7:1 or 13:1.
The added heat/pressure in the chamber from being closer to stoich or lambda 1.0 could create more torque or power.
Likewise if you are near peak torque/cylinder pressure or say the cam lobe change over at full load and are running leaner than is called for on the safe factory tune you could run into knock and the ECU will then pull timing via a knock-retard algorithm.
At the same time, it will pull timing in general and dump fuel to slow the burn and decrease torque as a safety measure by dropping you to a more conservative tune table set until enough drive cycles have passed to where it will start to try and get more aggressive again.
Which on an NA Fit isn't likely to be lifting the head or anything especially awful but will increase EGT and decrease power.
Closed loop, where the ECU can adjust timing and fuel schemes to account for a narrow range of airflow conditions both above and below what is called for in the stock maps.
Open loop (WOT) runs off no sensor feedback and only uses stock values for a given RPM and load.
So in Open Loop, where you will be when driving hard, if you have VE mods that allow for more airflow at the same manifold pressure you will be using whatever spark advance is called for and whatever fuel is scheduled.. which is why things can lean out.
If the ECU is not checking the O2 sensor because you are in closed loop and manifold pressure is 100kPa with the throttle wide open you will be in that load row sweeping through the RPM range.
And where a particular cell on a stock setup would be dictating a Max Rich Torque fuel ratio of 12.5:1 AFR, you're added airflow from increased VE for a given portion of the rev-range may push that leaner towards 12.7:1 or 13:1.
The added heat/pressure in the chamber from being closer to stoich or lambda 1.0 could create more torque or power.
Likewise if you are near peak torque/cylinder pressure or say the cam lobe change over at full load and are running leaner than is called for on the safe factory tune you could run into knock and the ECU will then pull timing via a knock-retard algorithm.
At the same time, it will pull timing in general and dump fuel to slow the burn and decrease torque as a safety measure by dropping you to a more conservative tune table set until enough drive cycles have passed to where it will start to try and get more aggressive again.
Which on an NA Fit isn't likely to be lifting the head or anything especially awful but will increase EGT and decrease power.
