With the drivability refinement tuning process complete
on our stock 3.3litre shop engine equipped with PWR-EFI-1
complete, it's time to reinstall this car's original engine,
a 3.3litre converted to PWR-EFI-1 and built with our
package motor optimizing the benefits of our EFI for
street and PCA DE applications.
Pictured to the right, we've just finished transferring all the pertinent EFI conversion components and transmission from the stock engine to our package engine which is now complete on the cart with the exception of the air cleaner and pipe elbow ready to install back in the car. As with the EFI equipped stock engine, starting with our base engine dyno map, we'll perform drivability refinement mapping.
With our ECU running in closed loop mode via interface and wide band lambda sensor, now dynamically enabled to self-write its map to our AFR targets, we've performed daily drive cycles manually monitoring our AFR when replicating operating segments needing improvement so that we can make manual table adjustments before saving the map to the ECU and repeating the process. After completing our map for this engine equipped with the typical performance muffler we repeated the entire process running an open exhaust to ensure that if an entirely new map was required, we would have one in our archives for PCA club racers and DE participants desiring to have their ECU's re-programmed for a driving event.
So what kind of results can you expect with a PWR package engine built to optimize your PWR-EFI-1 conversion? Here's the dyno chart for this first developmental engine from February 2004 in which it produced 544hp at the crank at only .9 bar boost on 91 octane pump gas. Here also is a dyno chart taken in Mid October 2006 for one of our first customer installations now with 14,000 trouble free miles. It's loosened up nicely...478RWHP and 399lbft of torque.
The fallacy of focusing
strictly on peak horsepower only and why a broad torque band is better for the street. Your engine is an air pump. Turbocharging enables engines not optimized in their build criteria to develop high horsepower levels by literally stuffing air into them to produce high torque figures, albeit only attainable at low rpm levels. Boost cannot overcome breathing inefficiencies at higher rpm. The narrower your rpm range for a given peak torque number, the less operating flexibility you'll have - tolerable for racing conditions but unrewarding for the street.