Hondata Seminar K pro
Thread Starter
Joined: Oct 2003
Posts: 882
Likes: 0
From: Baton Rouge, LA, USA
Hondata Seminar K pro
Just came back from a long trip to Maryland where I had the pleasure of meeting Doug from Hondata and going thru the new K pro ECU. I must say that this product is amazing. I will post all the notes that we took and also post some of the Dyno charts that I have on disk.
If they offer this again in your area I would highly recommend you take it. More than just show off the product he gave a wealth of knowledge on how to tune the K motor and motors in general.
I am going to rewrite the notes and post them up for all to see.
If they offer this again in your area I would highly recommend you take it. More than just show off the product he gave a wealth of knowledge on how to tune the K motor and motors in general.
I am going to rewrite the notes and post them up for all to see.
B*a*n*n*e*d
Joined: Aug 2002
Posts: 2,778
Likes: 0
From: NAR SPEC.com, So Cal, US
Re: (^jefs0ng)
<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by ^jefs0ng »</TD></TR><TR><TD CLASS="quote">Damn you a traveling man eh? Get a chance to steal anything up that way? Maybe something that could come of use later? Word?</TD></TR></TABLE>
<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by ^jefs0ng »</TD></TR><TR><TD CLASS="quote">Damn you a traveling man eh? Get a chance to steal anything up that way? Maybe something that could come of use later? Word?</TD></TR></TABLE>
<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by ^jefs0ng »</TD></TR><TR><TD CLASS="quote">Damn you a traveling man eh? Get a chance to steal anything up that way? Maybe something that could come of use later? Word?</TD></TR></TABLE>
I think Eric should have been there, THE REAL K20 guy.
Why are they sending newbies to K seminars?
I guess its all about the $$.. no knowledge needed.
Is this post supposed to be a "Sales Plug" ?
<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by ^jefs0ng »</TD></TR><TR><TD CLASS="quote">Damn you a traveling man eh? Get a chance to steal anything up that way? Maybe something that could come of use later? Word?</TD></TR></TABLE>
<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by ^jefs0ng »</TD></TR><TR><TD CLASS="quote">Damn you a traveling man eh? Get a chance to steal anything up that way? Maybe something that could come of use later? Word?</TD></TR></TABLE>
I think Eric should have been there, THE REAL K20 guy.
Why are they sending newbies to K seminars?
I guess its all about the $$.. no knowledge needed.
Is this post supposed to be a "Sales Plug" ?
B*a*n*n*e*d
Joined: Aug 2002
Posts: 2,778
Likes: 0
From: NAR SPEC.com, So Cal, US
Re: (3_South)
<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by 3_South »</TD></TR><TR><TD CLASS="quote">look at ur sig man. one big plug</TD></TR></TABLE>
And.. what?
I'm a sponsor.... thats MY sig.. I'm not making post in other forums talking about **** so that I can plug my **** in.
2 different things..
And.. what?
I'm a sponsor.... thats MY sig.. I'm not making post in other forums talking about **** so that I can plug my **** in.
2 different things..
Trending Topics
Joined: Dec 2003
Posts: 73
Likes: 0
From: Torrance, CA, USA
Re: Hondata Seminar K pro (6spdEG)
I went to the K-PRO seminar in Los Angeles, and I have to agree with the original poster: this was one of the most informative things I have ever gone to. Yes, the seminar was designed for dealers and was a sales/pr thing too. The original poster wasnt trying to sell the devices, he was just trying to let you in on a little of the tuning info he got.
Half the day was dedicated to tuning the S200 products, and the other half of the day was for the K-PRO. Buy one, Don't buy one, I dont care... But you aren't gonna get this kind of help from ANY of the other engine management companies out there.
Half the day was dedicated to tuning the S200 products, and the other half of the day was for the K-PRO. Buy one, Don't buy one, I dont care... But you aren't gonna get this kind of help from ANY of the other engine management companies out there.
Thread Starter
Joined: Oct 2003
Posts: 882
Likes: 0
From: Baton Rouge, LA, USA
Re: (Type-GS-R-Turbo)
These notes were taken by Darren Kattan and I from the Hondata Seminar.
Hondata Notes
Hondata Notes
• Dyno Tuning Procedure with Hondata
• Set distributor to stock setting (16 degrees on B series)
• Disable closed loop.
• Set fuel pressure to stock.
• Tune low VTEC first (Refer to VTEC tuning)
• Make sure water temp is between 180-195 degrees according to the
ECU
o There are two coolant temperature sensors on B series, one for ECU and one for gauge.
• Let Transmission warm up.
• Watch Intake Air Temperature, keep it consistent.
o Hondata intake manifold gasket keeps manifold temperatures consistent
o Heat transfers very quickly from the aluminum intake manifold to the air going into the engine. Run car at 3000 RPM for 10 seconds to cool intake manifold before dyno run.
• When tuning, use computer to disable knock sensor. Knock sensor can and will retard ignition timing causing false readings.
• For Naturally Aspirated cars, ideal Air/Fuel ratio at Wide Open Throttle is 13.0 – 13.5
• For Forced Induction cars, ideal Air/Fuel ratio at Wide Open Throttle is 11.5-12.5
• 10% change in fuel will change A/F Ratio about 1 point.
• Listen for knock; don’t rely on stock B series knock sensor.
• Fuel Curve will be shaped very similarly to the torque curve.
o The most fuel will be needed at peak torque
o Remove fuel after peak torque
o On K-Series engines, 5+ horsepower can be realized by removing fuel from the top end.
o However, if the car is made of long distant high speed driving, more fuel will increase reliability. (That is why Honda put the fuel there in the first place)
• When tuning for emissions, add 5 degrees timing between 1200-3500 rpm, use launch control to heat cat.
• When using ROM Editor, always check for newest versions of ROM files. (File, Convert Rom)
• Numbers on fuel map represent how much fuel is delivered per revolution (Representative of Injector Duration).
• Restrictive intakes cause torque (fuel) to drop out at higher RPMs.
o Watch map sensor value at high RPM to see if it goes into vacuum.
o By installing a better flowing intake, more air can be crammed in the cylinder and therefore more fuel will be needed at higher RPMs. This will increase high end performance.
• Forced Induction vehicles generally have flat fuel (torque) curves.
• Fuel curves in 2D mode should be flat not bumpy. They should never intersect. Usually a 4-2-4 ratio. 4 lines on bottom, 2 in middle, 4 on top. Boost curved will be very flat and smooth.
VTEC Tuning
• Tune low VTEC maps first, then tune high VTEC maps
o Set VTEC very high (7000) then set VTEC low (3000)
• Nitrous Tuning
• Dry kits are easier to tune with Hondata than wet kits.
• Begin tuning by adding a lot of fuel and measure air/fuel ratio. Cut back fuel until ideal air/fuel ratio is achieved.
• On cars where rev limit is fuel based wet nitrous systems can provide enough fuel to keep the engine spinning beyond the redline, but not enough to do this safely. The engine can lean out and severely damage your car. To prevent this, set the nitrous to shut off before hitting the redline.
Data Logging
• Rom Editor has 10 channel data logging across top of screen.
• Hondalogger has 40 channels of data logging
• Map sensor drop off because of Ventury effect or restrictive intake. Plug map sensor close to the #4 intake. Bigger throttle body, non restrictive intake.
• Intake manifold acts as a big heat sink. Disperses heat into the intake air. Hondata gasket reduces intake air temperature, gives more part throttle power because air in the manifold is colder and denser.
• Clean IAT sensor. Sometimes can get covered in oil.
• Ram air effect measured by map sensor.
• Hondalogger can read long and short term fuel trim. Also can log multiple recordings in one file.
• Fuel trim is dependant on O2 sensor. Make sure you have a good O2 sensor after you are finished tuning. Fuel trim gets screwed up with bad O2 sensor
• Don’t run injectors past 80% duty cycle.
• IAT sensor adjusts fuel.
• Wideband
• Can plug in numbers for LSU sensor.
• Auto tune
• Good tuners don’t use auto tune. Requires a set amount of time at each RPM.
K-series Tuning
• Look up cam angle, then look at ignition at that cam angle, then look at fuel at that cam angle.
• To do high cam, set all cam angles to 50, then tune fuel and ignition. Ignition doesn’t change much; fuel can change up to 10% between all maps.
• When engine is cold, cam is set to fully retarded position. Takes 10 seconds from start for engine warm up procedures to take effect and for cam to unlock.
• .5 degree per click for ignition timing for K series, .25 degree per click for OBD 1
• RSX wideband is very accurate.
• Don’t let anyone believe that setting VTC (cam timing) at one fixed point will help anything. (VTC killer cam gear)
• Set Closed loop to 110 kPa for boost
• Honda doesn’t trust Americans to put good fuel in their cars, so they tune for crap fuel.
• Increase overlap accordingly; see VTC and Turbo, NA and SC.
• Honda planned for 3-2 shifts by tuning the exhaust springs.
• Retard for emissions, advance for power.
• With header and intake, advance cam timing 5-10 degrees.
• Overlap allows for header to pull air throw intake and into cylinder.
• Cam and Camcmd is a sensor that tells the ECU where the cam is.
• Put cam at maximum advance when VTEC engages.
• Take baffle out of exhaust before dyno tune.
• Bracketing, raise cam timing (+5), and then lower it (-5), see at what points you gain and lose horsepower.
VTC and Turbos
• Retard VTEC and raise VTEC for high backpressure
• VTEC and VTC
• Just before VTEC switch, start moving the cam to where it needs to be after VTEC (needs to be all the way advanced for VTEC so start advancing) so that it doesn’t have to move 30 degrees at the VTEC engagement point.
• Really hard on a turbo motor.
Wild Cams
• Raise Idle Speed, Retard VTC.
VTC and Superchargers
• VTC likes to be at 50 degrees for superchargers all the time. High and low cam. Loves overlap. Advance means more overlap. More boost doesn’t mean more power, because the pressure in the manifold is building when the cams aren’t set right. This is why other vehicle manufacturers use MAFs.
• Injectors and Fuel Pumps
• Use Saturated injectors whenever possible
o Huge Peak and Hold injectors don’t respond fast enough on Hondas and can cause rough idle.
• Use bigger injectors on superchargers especially because they take more fuel than turbos to make the same amount of power.
Part Throttle Tuning
• Part Throttle tuning is very important and hard to do. Most street cars spend 99.9% of their lives at part throttle.
• Part Throttle Tuning results in overall better gas mileage.
o A turbocharged GS-R can retain 33 mpg fuel economy when part throttle is properly tuned.
• Myth Busters
• Performance wise, backpressure is never a good thing.
• Cold Air Intakes work well, opt for plastic instead of metal. Metal intakes conduct heat. AEM V2 intakes are good because of the Resonance Point and also the heat shield.
• Headers decrease backpressure and are great to tune on RSX motors because you can set valve overlap for cylinder scavaging.
• A good exhaust system also helps decrease the backpressure.
• Mugen Chips disable most error codes so problems won’t get detected. They run extremely rich and can cause damage to engine.
• JET charges $300 for a sticker on the chip inside your ECU
o The processor inside of OBD 2 ECUs is read only, non reprogrammable
• VTEC should be a very smooth transition. VTEC feels faster when it “kicks” because a person is better at feeling an instant change in horsepower than an overall increase in horsepower.
• Peak horsepower isn’t nearly as important to going fast as average horsepower.
o Peak Horsepower is the highest point on the graph
• Average horsepower is the area under the entire graph
• Stock Honda fuel pumps can support up to 400 hp at stock rail pressure
o They can only support 200 hp at 75 psi. rail pressure
o FMUs and Aftermarket Fuel pressure regulators can raise fuel pressure to 75+ psi. This is why aftermarket fuel pumps have to be used in conjunction with an FMU.
o FMUs also overwork injectors and fuel pump, causing them to heat the fuel, and decreasing their lives.
• High Octane fuel doesn’t vaporize immediately; it will melt pistons on the exhaust stroke. Always use the lowest octane possible for your application to ensure complete combustion.
Miscellaneous
• Need new young blood in salt flats for racing in Bonneville.
• Resonance point (bottle blowing) on AEM 3500rpm V2 is 5900 rpm. The longer the pipe, the lower the resonance point. At 4000, will also help 8000.
• Knock Sensor Retards Timing. It is very sensitive in the RSX.
• Forged Pistons can cause knock sensor to retard timing.
• Air Fuel Ratio Determined on Dyno will generally run 1 half point richer on the street.
• On an RSX, the wideband sensor doesn’t give out a linear voltage output, it is current driven (digital). Don’t hook it up to an Air Fuel Ratio gauge. Hook the gauge to the Narrowband sensor instead.
• When tuning, set the Rev limit 500 rpm above peak horsepower
• 03 Civic SI 0-60 time can decrease by an entire second by raising the Redline 500 rpm above the peak horsepower. Change Redline to 7600.
o This increases the Average horsepower because you are adding a huge chunk of area to the chart.
o Don’t set past 8300. Valves will start bouncing.
• 03+ RSX Type S Valves bounce at 9300; Redline can safely be set to 8600. Internals are the same as the Type R. 8600 is the Type R redline
Hondata Notes
Hondata Notes
• Dyno Tuning Procedure with Hondata
• Set distributor to stock setting (16 degrees on B series)
• Disable closed loop.
• Set fuel pressure to stock.
• Tune low VTEC first (Refer to VTEC tuning)
• Make sure water temp is between 180-195 degrees according to the
ECU
o There are two coolant temperature sensors on B series, one for ECU and one for gauge.
• Let Transmission warm up.
• Watch Intake Air Temperature, keep it consistent.
o Hondata intake manifold gasket keeps manifold temperatures consistent
o Heat transfers very quickly from the aluminum intake manifold to the air going into the engine. Run car at 3000 RPM for 10 seconds to cool intake manifold before dyno run.
• When tuning, use computer to disable knock sensor. Knock sensor can and will retard ignition timing causing false readings.
• For Naturally Aspirated cars, ideal Air/Fuel ratio at Wide Open Throttle is 13.0 – 13.5
• For Forced Induction cars, ideal Air/Fuel ratio at Wide Open Throttle is 11.5-12.5
• 10% change in fuel will change A/F Ratio about 1 point.
• Listen for knock; don’t rely on stock B series knock sensor.
• Fuel Curve will be shaped very similarly to the torque curve.
o The most fuel will be needed at peak torque
o Remove fuel after peak torque
o On K-Series engines, 5+ horsepower can be realized by removing fuel from the top end.
o However, if the car is made of long distant high speed driving, more fuel will increase reliability. (That is why Honda put the fuel there in the first place)
• When tuning for emissions, add 5 degrees timing between 1200-3500 rpm, use launch control to heat cat.
• When using ROM Editor, always check for newest versions of ROM files. (File, Convert Rom)
• Numbers on fuel map represent how much fuel is delivered per revolution (Representative of Injector Duration).
• Restrictive intakes cause torque (fuel) to drop out at higher RPMs.
o Watch map sensor value at high RPM to see if it goes into vacuum.
o By installing a better flowing intake, more air can be crammed in the cylinder and therefore more fuel will be needed at higher RPMs. This will increase high end performance.
• Forced Induction vehicles generally have flat fuel (torque) curves.
• Fuel curves in 2D mode should be flat not bumpy. They should never intersect. Usually a 4-2-4 ratio. 4 lines on bottom, 2 in middle, 4 on top. Boost curved will be very flat and smooth.
VTEC Tuning
• Tune low VTEC maps first, then tune high VTEC maps
o Set VTEC very high (7000) then set VTEC low (3000)
• Nitrous Tuning
• Dry kits are easier to tune with Hondata than wet kits.
• Begin tuning by adding a lot of fuel and measure air/fuel ratio. Cut back fuel until ideal air/fuel ratio is achieved.
• On cars where rev limit is fuel based wet nitrous systems can provide enough fuel to keep the engine spinning beyond the redline, but not enough to do this safely. The engine can lean out and severely damage your car. To prevent this, set the nitrous to shut off before hitting the redline.
Data Logging
• Rom Editor has 10 channel data logging across top of screen.
• Hondalogger has 40 channels of data logging
• Map sensor drop off because of Ventury effect or restrictive intake. Plug map sensor close to the #4 intake. Bigger throttle body, non restrictive intake.
• Intake manifold acts as a big heat sink. Disperses heat into the intake air. Hondata gasket reduces intake air temperature, gives more part throttle power because air in the manifold is colder and denser.
• Clean IAT sensor. Sometimes can get covered in oil.
• Ram air effect measured by map sensor.
• Hondalogger can read long and short term fuel trim. Also can log multiple recordings in one file.
• Fuel trim is dependant on O2 sensor. Make sure you have a good O2 sensor after you are finished tuning. Fuel trim gets screwed up with bad O2 sensor
• Don’t run injectors past 80% duty cycle.
• IAT sensor adjusts fuel.
• Wideband
• Can plug in numbers for LSU sensor.
• Auto tune
• Good tuners don’t use auto tune. Requires a set amount of time at each RPM.
K-series Tuning
• Look up cam angle, then look at ignition at that cam angle, then look at fuel at that cam angle.
• To do high cam, set all cam angles to 50, then tune fuel and ignition. Ignition doesn’t change much; fuel can change up to 10% between all maps.
• When engine is cold, cam is set to fully retarded position. Takes 10 seconds from start for engine warm up procedures to take effect and for cam to unlock.
• .5 degree per click for ignition timing for K series, .25 degree per click for OBD 1
• RSX wideband is very accurate.
• Don’t let anyone believe that setting VTC (cam timing) at one fixed point will help anything. (VTC killer cam gear)
• Set Closed loop to 110 kPa for boost
• Honda doesn’t trust Americans to put good fuel in their cars, so they tune for crap fuel.
• Increase overlap accordingly; see VTC and Turbo, NA and SC.
• Honda planned for 3-2 shifts by tuning the exhaust springs.
• Retard for emissions, advance for power.
• With header and intake, advance cam timing 5-10 degrees.
• Overlap allows for header to pull air throw intake and into cylinder.
• Cam and Camcmd is a sensor that tells the ECU where the cam is.
• Put cam at maximum advance when VTEC engages.
• Take baffle out of exhaust before dyno tune.
• Bracketing, raise cam timing (+5), and then lower it (-5), see at what points you gain and lose horsepower.
VTC and Turbos
• Retard VTEC and raise VTEC for high backpressure
• VTEC and VTC
• Just before VTEC switch, start moving the cam to where it needs to be after VTEC (needs to be all the way advanced for VTEC so start advancing) so that it doesn’t have to move 30 degrees at the VTEC engagement point.
• Really hard on a turbo motor.
Wild Cams
• Raise Idle Speed, Retard VTC.
VTC and Superchargers
• VTC likes to be at 50 degrees for superchargers all the time. High and low cam. Loves overlap. Advance means more overlap. More boost doesn’t mean more power, because the pressure in the manifold is building when the cams aren’t set right. This is why other vehicle manufacturers use MAFs.
• Injectors and Fuel Pumps
• Use Saturated injectors whenever possible
o Huge Peak and Hold injectors don’t respond fast enough on Hondas and can cause rough idle.
• Use bigger injectors on superchargers especially because they take more fuel than turbos to make the same amount of power.
Part Throttle Tuning
• Part Throttle tuning is very important and hard to do. Most street cars spend 99.9% of their lives at part throttle.
• Part Throttle Tuning results in overall better gas mileage.
o A turbocharged GS-R can retain 33 mpg fuel economy when part throttle is properly tuned.
• Myth Busters
• Performance wise, backpressure is never a good thing.
• Cold Air Intakes work well, opt for plastic instead of metal. Metal intakes conduct heat. AEM V2 intakes are good because of the Resonance Point and also the heat shield.
• Headers decrease backpressure and are great to tune on RSX motors because you can set valve overlap for cylinder scavaging.
• A good exhaust system also helps decrease the backpressure.
• Mugen Chips disable most error codes so problems won’t get detected. They run extremely rich and can cause damage to engine.
• JET charges $300 for a sticker on the chip inside your ECU
o The processor inside of OBD 2 ECUs is read only, non reprogrammable
• VTEC should be a very smooth transition. VTEC feels faster when it “kicks” because a person is better at feeling an instant change in horsepower than an overall increase in horsepower.
• Peak horsepower isn’t nearly as important to going fast as average horsepower.
o Peak Horsepower is the highest point on the graph
• Average horsepower is the area under the entire graph
• Stock Honda fuel pumps can support up to 400 hp at stock rail pressure
o They can only support 200 hp at 75 psi. rail pressure
o FMUs and Aftermarket Fuel pressure regulators can raise fuel pressure to 75+ psi. This is why aftermarket fuel pumps have to be used in conjunction with an FMU.
o FMUs also overwork injectors and fuel pump, causing them to heat the fuel, and decreasing their lives.
• High Octane fuel doesn’t vaporize immediately; it will melt pistons on the exhaust stroke. Always use the lowest octane possible for your application to ensure complete combustion.
Miscellaneous
• Need new young blood in salt flats for racing in Bonneville.
• Resonance point (bottle blowing) on AEM 3500rpm V2 is 5900 rpm. The longer the pipe, the lower the resonance point. At 4000, will also help 8000.
• Knock Sensor Retards Timing. It is very sensitive in the RSX.
• Forged Pistons can cause knock sensor to retard timing.
• Air Fuel Ratio Determined on Dyno will generally run 1 half point richer on the street.
• On an RSX, the wideband sensor doesn’t give out a linear voltage output, it is current driven (digital). Don’t hook it up to an Air Fuel Ratio gauge. Hook the gauge to the Narrowband sensor instead.
• When tuning, set the Rev limit 500 rpm above peak horsepower
• 03 Civic SI 0-60 time can decrease by an entire second by raising the Redline 500 rpm above the peak horsepower. Change Redline to 7600.
o This increases the Average horsepower because you are adding a huge chunk of area to the chart.
o Don’t set past 8300. Valves will start bouncing.
• 03+ RSX Type S Valves bounce at 9300; Redline can safely be set to 8600. Internals are the same as the Type R. 8600 is the Type R redline
Honda-Tech Member
Joined: Aug 2003
Posts: 1,217
Likes: 0
From: Socal, CA
Re: (Type-GS-R-Turbo)
<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by Type-GS-R-Turbo »</TD></TR><TR><TD CLASS="quote">If Eric was the real K20 guy, he would've been there</TD></TR></TABLE>
*shrugs*
Still trying to make chicken soup outta chicken ****. ??
<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by 00 FBP ItR »</TD></TR><TR><TD CLASS="quote">
I think Eric should have been there, THE REAL K20 guy.
Why are they sending newbies to K seminars?
I guess its all about the $$.. no knowledge needed.
</TD></TR></TABLE>
The notes are great...cut copy pasted?...pfft original
Next time ...I got K swaps in progress...x2
*shrugs*
Still trying to make chicken soup outta chicken ****. ??
<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by 00 FBP ItR »</TD></TR><TR><TD CLASS="quote">
I think Eric should have been there, THE REAL K20 guy.
Why are they sending newbies to K seminars?
I guess its all about the $$.. no knowledge needed.
</TD></TR></TABLE>
The notes are great...cut copy pasted?...pfft original
Next time ...I got K swaps in progress...x2
![](data:image/svg+xml;utf8,<svg xmlns='http://www.w3.org/2000/svg' viewBox='0 0 50 50'><circle class='avatar-circle-default' fill='%23e77a4e' cx='25px' cy='25px' r='20px'></circle><text class='avatar-text-default' x='49%' y='53%' fill='white' text-anchor='middle' alignment-baseline='middle'>"</text></svg>)
B*a*n*n*e*d
Joined: Dec 2001
Posts: 8,185
Likes: 3
Re: (K20EG)
BUTCH
What now?
MARSELLUS
What now? Well let me tell you
what now. I'm gonna call a couple
pipe-hittin' ******s, who'll go to
work on homes here with a pair of
pliers and a blow torch.
(to Zed)
Hear me talkin' hillbilly boy?! I
ain't through with you by a damn
sight. I'm gonna git Medieval on
your ***.
BUTCH
I meant what now, between me and
you?
MARSELLUS
Oh, that what now? Well, let me
tell ya what now between me an'
you. There is no me an' you. Not
no more.
What now?
MARSELLUS
What now? Well let me tell you
what now. I'm gonna call a couple
pipe-hittin' ******s, who'll go to
work on homes here with a pair of
pliers and a blow torch.
(to Zed)
Hear me talkin' hillbilly boy?! I
ain't through with you by a damn
sight. I'm gonna git Medieval on
your ***.
BUTCH
I meant what now, between me and
you?
MARSELLUS
Oh, that what now? Well, let me
tell ya what now between me an'
you. There is no me an' you. Not
no more.
Joined: Sep 2003
Posts: 655
Likes: 0
From: Wilkes Barre, PA, USA
Re: (00 FBP ItR)
<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by 00 FBP ItR »</TD></TR><TR><TD CLASS="quote">
Why are they sending newbies to K seminars?
</TD></TR></TABLE>
Technically, aren't we all newbies to the K swaps?
It's not like this has been going on for years now... I also attended the seminar and much like what was said, found it extremely informative and well presented.
<--thinking about the K20 DC2-R swap.....
Why are they sending newbies to K seminars?
</TD></TR></TABLE>
Technically, aren't we all newbies to the K swaps?
It's not like this has been going on for years now... I also attended the seminar and much like what was said, found it extremely informative and well presented.<--thinking about the K20 DC2-R swap.....
Honda-Tech Member
Joined: Oct 2001
Posts: 1,321
Likes: 0
From: Lost in turbo world, Florida
Re: (hondahans)
Anyone uploaded the calibrations for a k-series pro in a car yet? Or did they just go over the tuning aspects? I'm having trouble getting a base map uploaded and for the car to start on anything!
B*a*n*n*e*d
Joined: Dec 2001
Posts: 8,185
Likes: 3
Re: (SOUNDEFFECTS)
<TABLE WIDTH="90%" CELLSPACING=0 CELLPADDING=0 ALIGN=CENTER><TR><TD>Quote, originally posted by SOUNDEFFECTS »</TD></TR><TR><TD CLASS="quote">Anyone uploaded the calibrations for a k-series pro in a car yet? Or did they just go over the tuning aspects? I'm having trouble getting a base map uploaded and for the car to start on anything!</TD></TR></TABLE>
call them while you got it hooked yp so they can walk you through it
call them while you got it hooked yp so they can walk you through it
Honda-Tech Member
Joined: Oct 2000
Posts: 5,790
Likes: 1
From: NC, USA
But you aren't gonna get this kind of help from ANY of the other engine management companies out there.
The EMS 2-day training class, with hands on dyno tuning, is second best in the market, next to Motec
The EMS 2-day training class, with hands on dyno tuning, is second best in the market, next to Motec
Honda-Tech Member
Joined: Oct 2001
Posts: 1,321
Likes: 0
From: Lost in turbo world, Florida
Re: (Nikos)
Matt at Hondata wasn't trying to walk me through, I think we I called he was going home because he was very brief and seem like he didn't need to walk me through it
i have tried with 2 different laptops and everything seem like its working on both of them. ECu connects, software works, upload works but car just turns over and won't start. It fires spark but I'm not sure why it won't start?
i have tried with 2 different laptops and everything seem like its working on both of them. ECu connects, software works, upload works but car just turns over and won't start. It fires spark but I'm not sure why it won't start?
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racinskittle
Forced Induction
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Jul 6, 2003 08:31 PM
