SFR MAP conversion
10-09-2002, 06:11 PM
#32
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Huntley Racing has been working with MAP systems for over a year and a half, just not on the 944 turbo. We indeed do offer a MAP kit to compliment our new digital MAF kits. We sell both. The reality is that MAP cars simply don’t have the same level of drivability as MAF cars. Though some may disagree with that statement I can assure you that this is an inescapable fact, which every consumer must use as a factor in his/her decision between the two options. A quick pro/con list:
MAF has better drivability, easier tuning, more stable in cars with low vacuum (cams). MAP costs less, more potential top end HP, easier to physically fit under the hood. Good luc.
MAF has better drivability, easier tuning, more stable in cars with low vacuum (cams). MAP costs less, more potential top end HP, easier to physically fit under the hood. Good luc.
10-09-2002, 07:02 PM
#33
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Well Derrik, to be honest: I have seen quite a few posts here on Rennlist about people having problems with MAF conversion kits, including drivability issues. This may only hold true for certain vendors' kits, but if what you said is true, no one should be having drivability issues. Also, I have seen virtually nothing but good posts about the MAP conversion kits that are being used by fellow rennlisters. As a matter of fact, I think I remember some of them saying that the car is more drivable after the MAP conversion.
Now I know you may be an expert when it comes to the products you have developed for these cars. But considering the feedback on the forums, your statement doesn't make sense at all. Maybe you should fully develop a complete MAP kit for a 944 turbo and make a comparison then. Comparing a digital MAF/MAP addon system to a full MAP system is an apples to oranges argument.
Also, I'm not sure what prompted your post, man. I would have expect a post like this from a vendor a long time ago, when GURU first announced their plans for a MAP system. But the post was made now? Now that a number of people have tried them, and the feedback is good? Its like telling someone, "by the way, your car really can't beat mine..." after they beat you in a race. LOL
Now I know you may be an expert when it comes to the products you have developed for these cars. But considering the feedback on the forums, your statement doesn't make sense at all. Maybe you should fully develop a complete MAP kit for a 944 turbo and make a comparison then. Comparing a digital MAF/MAP addon system to a full MAP system is an apples to oranges argument.
Also, I'm not sure what prompted your post, man. I would have expect a post like this from a vendor a long time ago, when GURU first announced their plans for a MAP system. But the post was made now? Now that a number of people have tried them, and the feedback is good? Its like telling someone, "by the way, your car really can't beat mine..." after they beat you in a race. LOL
10-09-2002, 08:27 PM
#35
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Ill leave it to Danno to explain the technical aspects but as for drivability i can state for a fact that our map kit is FAR BETTER than any maf kit ive tested. And one more thing danno i tested the new chips this morning you did it my man 4.98 seconds 0-60 finely broke the 5 second barrier with stock turbo and engine!!! <img src="graemlins/drink.gif" border="0" alt="[cherrsagai]" />
10-09-2002, 10:26 PM
#36
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Wow! that's incredible. 4.9 is good for me! danno said he was going to send me the updated chips. I haven't recieved them yet. Danno, you there?
Also, well said outlaw!! <img src="graemlins/bigok.gif" border="0" alt="[thumbsup]" />
<img src="graemlins/drink.gif" border="0" alt="[cherrsagai]" />
Also, well said outlaw!! <img src="graemlins/bigok.gif" border="0" alt="[thumbsup]" />
<img src="graemlins/drink.gif" border="0" alt="[cherrsagai]" />
10-09-2002, 10:49 PM
#37
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I have no experience with the MAP kits but I do know that 99% of the problems with MAF kits are due to the end user and faulty unrelated components.
If a MAF kit is installed and tuned properly(and all other systems are correct) the drivability is beyond excellent.
If a MAF kit is installed and tuned properly(and all other systems are correct) the drivability is beyond excellent.
10-10-2002, 12:22 AM
#38
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I'm not into the tech jargon on the MAF vs the MAP deal, but I can give you my real world exerience. I've owned a pretty modded 951, ran the MAF for a couple years, it made good power, on the TOP END, but I was never able to get it "just" right, at idle and low to mid load driving. It was the best thing out there at the time, vs a complete managmenmt swap. But as time has proven, most noted on our typing machines that keep us connected to this sight, new products get developed, there are bugs and the bugs soon get worked out. The MAP kit has been there for a few years, and Derrek himself just stated that he has been working on one for a year or so, and it is for sale through his shop. I don't understand his post...it seems counter productive...in that he stated he has the kit for sale, but its not a road worthy as the MAF kit he sells. yet hit SC cars come with a map conversion????
I've installed the kit, it works on turbos, NA's and SC cars...what more can you ask for? If you need futher proof. Call the Dyno Shop in Santee, they have been installing that kit on all makes and models for a couple years...their words..."it works"
THe Guru Kit works, its a fact, plain and simple. Its time to move on folkes, MAF kits were good, the MAP kit is the next step up...you had black and white TV, then Color, now its plasma.
If your in that market, Buy it. If you don't like it ( I doubt that will be the case) just return it..I'm Sure Danno has that option? Right? No money lost, we all trust Danno.
win win.
Take Care
I've installed the kit, it works on turbos, NA's and SC cars...what more can you ask for? If you need futher proof. Call the Dyno Shop in Santee, they have been installing that kit on all makes and models for a couple years...their words..."it works"
THe Guru Kit works, its a fact, plain and simple. Its time to move on folkes, MAF kits were good, the MAP kit is the next step up...you had black and white TV, then Color, now its plasma.
If your in that market, Buy it. If you don't like it ( I doubt that will be the case) just return it..I'm Sure Danno has that option? Right? No money lost, we all trust Danno.
win win.
Take Care
10-10-2002, 01:26 AM
#40
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I installed a Huntley Stage 4 MAF some time ago on a PERFECT stock 2.8L 951. The Huntley MAF has been NOTHING but problems. A nightmare from day 1. A tuning nightmare and a DRIVEABLITY nightmare. I took all the MAF components off, car was perfect again.
Questions? Comments? Criticisms?
It's time to try something new.
Questions? Comments? Criticisms?
It's time to try something new.
10-10-2002, 02:48 AM
#41
If Huntley have had MAP "kit" ready over a year, why they do not sell them or make more aggressive marketing ?? I suppose it was a little suprise for some tuners that smaller companines were there first.Maybe Huntley have too many unsold MAF meters sitting on their warehouse!
MAF is old technology from late 80's.All of the major car manufacturers use MAP-based systems.That's the fact!
MAF is old technology from late 80's.All of the major car manufacturers use MAP-based systems.That's the fact!
10-10-2002, 05:40 AM
#42
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I remember a time when about 90% of the questions on here were answered by Tim, Garrity Repta, and Iceshark, and Ahmet. Danno seems to have filled in where other's have left off- it's impossible to constantly stay current on these boards nowdays- back in the day, the board probably got less than 25% of the volume- for several reasons. Not trying to nail you Ollie- I've always liked you, and have appreciated your advice and help (especially electrical) in the past- just reminiscing I guess...
Anyway- I like everyone here and when it comes time to buy some of this stuff (unemployed at the moment), I'm really going to be sweating- how can I buy Tim's kit when Danno has given me SOOOO MUCH advice? How could I not buy something from John, when he's always treated me w/great respect over the many times I've pestered him w/trivial questions? I have discussed several small projects w/Tim, but I doubt if he has the time for such things at this point- still, I would like to buy at least something from him in the future- I'm one of the few who likes quiet exhausts- his honesty about his muffler really impressed me- had he told me it was quiet- I would have bought it, as it IS the best looking, and possibly best priced avaiable. He COULD have lied and taken my $400- honesty is very much appreciated. I HAVE bought something from Derrick- long ago (when John was still w/him)- he delivered as promised. As a matter of fuct, there are only a couple of places I WOULD NOT do business w/(again?) due to their outrageous claims, high prices, etc- it's great to finally have some people who want to do more for us than just make $$$. This competition may be a good thing. I just hope there's enough to go around for everyone to get rich for their efforts, as these guy's desesrve it...
Anyway- I like everyone here and when it comes time to buy some of this stuff (unemployed at the moment), I'm really going to be sweating- how can I buy Tim's kit when Danno has given me SOOOO MUCH advice? How could I not buy something from John, when he's always treated me w/great respect over the many times I've pestered him w/trivial questions? I have discussed several small projects w/Tim, but I doubt if he has the time for such things at this point- still, I would like to buy at least something from him in the future- I'm one of the few who likes quiet exhausts- his honesty about his muffler really impressed me- had he told me it was quiet- I would have bought it, as it IS the best looking, and possibly best priced avaiable. He COULD have lied and taken my $400- honesty is very much appreciated. I HAVE bought something from Derrick- long ago (when John was still w/him)- he delivered as promised. As a matter of fuct, there are only a couple of places I WOULD NOT do business w/(again?) due to their outrageous claims, high prices, etc- it's great to finally have some people who want to do more for us than just make $$$. This competition may be a good thing. I just hope there's enough to go around for everyone to get rich for their efforts, as these guy's desesrve it...
10-10-2002, 06:09 AM
#43
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Robby, not only does the board get incredibly more traffic but nowadays I see that a lot of the time somebody posts about a problem and somebody else answers then we never hear about what happens to the issue (I'm somewhat guilty of this too). You will see me at off the wall hours on the board but I have been very busy with school, work and cars... (951, two hondas, two vws, and maybe a Lancia. All but the new honda currently needs work I don't have enough time, money or space) so you see it's tough for me to find the time to stay on top of things. I don't sell anything and have no profit to make off a good reputation at this point either 
Ahmet
Ahmet
10-10-2002, 06:21 AM
#44
Race Director
Alright, time for me to add to this discussion. This is actually a complicated issue with multiple factors at work here, so bear with me because I'm going to try to isolate them as much as possible in order to make sense of the bigger picture. The first thing we have to distinguish, is debating the theoretical limits of a certain technology (which is really just academic), vs. the actual implementations of that technology. I prefer to think that the second part (implementation) makes a bigger difference on the ease of tuning a kit and the resultant drivability and performance gains.
I'm also very happy to see another player in this market. Last time I talked to TurboTim was in mid-August at that local Santee dyno-shop where all the tuners converge. As I was dialing in the finishing touches on the S2-supercharged customer car, Tim & I shook hands and said, 'Let's work together'. I'm very looking forward to working with him and his customers on their version of the MAP kit (niiiiiiice carbon-fibre work
).
"The reality is that MAP cars simply don’t have the same level of drivability as MAF cars."
Again, I really think this is an implementation issue, not due to the limits of the technology. For example of a technological limit, large-enough MAFs to deal with 350+rwhp cars invariably leads to low-flow idle issues because there's a minimum and maximum amount of air that a MAF can meter. This is due to the mininum and maximum native current that can be flowed through a heated-wire of a certain length, pure physics. Sure you can massage it later with analog or digital interceptors, but if the source is clipped on the low or high-end, you're not going to convert it into a curve. Working with an analog source signal, no matter how you massage it digitally, will still limit you to the original analog source. You simply cannot convert it into a 3D map, although the UniCHIP comes very close. The idea is that VE-volumetric efficienty at 3.0v MAF-output @ 3000rpm is completely than the VE at 3.0v @ 6000rpm; if you're going to massage the MAF's output, you need to incorporate RPM as a criteria like the UniCHIP box.
Additionally, MAFs are also just as sensitive to turbo and cam-overlap backwash as a MAP-sensor (ask any number of MAF-4 users who've torn out all their hair). However, in the actual implementation, there are tips we've gotten from non-automotive vacuum-control experts out there that have solved these very issues. Given the numbers of sneaky requests for our proprietary research data through 3rd party spies out there, I suspect that there are many tuners who have not solved a lot of these problems, and thus have written off MAP as inferior technology (BTW, the Geneva Convention does not extend prisoner-of-war protection to spies, assassins or terrorist who do not disguish themselves from civilian population). Just because THEY can't solve a problem, doesn't mean that the solution doesn't exist (just ask the guys who broke the 4-minute mile or the sound-barrier, or built a well-balanced V-6, etc.). You just have to look outside of the walls of your shop, that's all. Wasn't it GM's engineers who triumphantly proclaimed that a smooth and balanced V-6 was impossible? They were stuck in the old-thinking mode of 90-degree V-8s and chopping off two cylinders will never lead to a smooth V-6.
Onward, I'm going to give away a freebie here, because I think knowledge should be free to help mankind. Since we're dealing with a stock Bosch Motronic box, one must adhere to the operating algorithm and parameters that were designed into the box. One such component is the air-temp sensor! There are numerous calculations inside the DME that involve air-temperature. Not just in corrections for air-density, but also for additional compensation beyond stochiometric under certain conditions. It's been debated numerous times before on MAF-tuning issues on why a MAF kit doesn't have an air-temp sensor, but instead, feeds a fixed 50% air-temp signal to the DME at all times. It does make a difference and those how've added an air-temp sensor to their MAF kit have noticed markedly improved performance, especially on cold-start and low-throttle drivability. Anyone noticed that the latest Lindsey MAF kits include an air-temp sensor?
Another area that's related to how we discovered the air-temp contributions is in understanding the 951-specific implemetation of the Motronic boxes. It's even vastly different than the 944NA implementation. To deal with programming our chips, we balked at using decades old DOS-based BMW Motronic software. First of all, Jim Conforti never designed his software to be used with a 951. Even the later folks like Dinan and Autothority used this same software. This leaves out numerous 944/951-specific functions, including air-temp correction. So we contracted with a brilliant programmer to custom-develop a 951-programming package. Sure, it will cost us a ton more than buying Conforti's latest incarnation re-packaged as Protomotive software but it gives us the fine control that no one else has. This has allowed us to incorporate features never seen before in a 951 chip. Features such as pro-active igntion-retard based upon air-temperatures, well before knock & detonation shows up at the KLR. Or 4 distinct user-selectable ignition settings (2 race-gas, 1-street, 1-retarded for high-boost), combined with 4 separate fuel-injector sizes to give 16 possible combinations.
<img src="graemlins/beerchug.gif" border="0" alt="[cheers]" />
I'm also very happy to see another player in this market. Last time I talked to TurboTim was in mid-August at that local Santee dyno-shop where all the tuners converge. As I was dialing in the finishing touches on the S2-supercharged customer car, Tim & I shook hands and said, 'Let's work together'. I'm very looking forward to working with him and his customers on their version of the MAP kit (niiiiiiice carbon-fibre work
)."The reality is that MAP cars simply don’t have the same level of drivability as MAF cars."
Again, I really think this is an implementation issue, not due to the limits of the technology. For example of a technological limit, large-enough MAFs to deal with 350+rwhp cars invariably leads to low-flow idle issues because there's a minimum and maximum amount of air that a MAF can meter. This is due to the mininum and maximum native current that can be flowed through a heated-wire of a certain length, pure physics. Sure you can massage it later with analog or digital interceptors, but if the source is clipped on the low or high-end, you're not going to convert it into a curve. Working with an analog source signal, no matter how you massage it digitally, will still limit you to the original analog source. You simply cannot convert it into a 3D map, although the UniCHIP comes very close. The idea is that VE-volumetric efficienty at 3.0v MAF-output @ 3000rpm is completely than the VE at 3.0v @ 6000rpm; if you're going to massage the MAF's output, you need to incorporate RPM as a criteria like the UniCHIP box.
Additionally, MAFs are also just as sensitive to turbo and cam-overlap backwash as a MAP-sensor (ask any number of MAF-4 users who've torn out all their hair). However, in the actual implementation, there are tips we've gotten from non-automotive vacuum-control experts out there that have solved these very issues. Given the numbers of sneaky requests for our proprietary research data through 3rd party spies out there, I suspect that there are many tuners who have not solved a lot of these problems, and thus have written off MAP as inferior technology (BTW, the Geneva Convention does not extend prisoner-of-war protection to spies, assassins or terrorist who do not disguish themselves from civilian population). Just because THEY can't solve a problem, doesn't mean that the solution doesn't exist (just ask the guys who broke the 4-minute mile or the sound-barrier, or built a well-balanced V-6, etc.). You just have to look outside of the walls of your shop, that's all. Wasn't it GM's engineers who triumphantly proclaimed that a smooth and balanced V-6 was impossible? They were stuck in the old-thinking mode of 90-degree V-8s and chopping off two cylinders will never lead to a smooth V-6.
Onward, I'm going to give away a freebie here, because I think knowledge should be free to help mankind. Since we're dealing with a stock Bosch Motronic box, one must adhere to the operating algorithm and parameters that were designed into the box. One such component is the air-temp sensor! There are numerous calculations inside the DME that involve air-temperature. Not just in corrections for air-density, but also for additional compensation beyond stochiometric under certain conditions. It's been debated numerous times before on MAF-tuning issues on why a MAF kit doesn't have an air-temp sensor, but instead, feeds a fixed 50% air-temp signal to the DME at all times. It does make a difference and those how've added an air-temp sensor to their MAF kit have noticed markedly improved performance, especially on cold-start and low-throttle drivability. Anyone noticed that the latest Lindsey MAF kits include an air-temp sensor?
Another area that's related to how we discovered the air-temp contributions is in understanding the 951-specific implemetation of the Motronic boxes. It's even vastly different than the 944NA implementation. To deal with programming our chips, we balked at using decades old DOS-based BMW Motronic software. First of all, Jim Conforti never designed his software to be used with a 951. Even the later folks like Dinan and Autothority used this same software. This leaves out numerous 944/951-specific functions, including air-temp correction. So we contracted with a brilliant programmer to custom-develop a 951-programming package. Sure, it will cost us a ton more than buying Conforti's latest incarnation re-packaged as Protomotive software but it gives us the fine control that no one else has. This has allowed us to incorporate features never seen before in a 951 chip. Features such as pro-active igntion-retard based upon air-temperatures, well before knock & detonation shows up at the KLR. Or 4 distinct user-selectable ignition settings (2 race-gas, 1-street, 1-retarded for high-boost), combined with 4 separate fuel-injector sizes to give 16 possible combinations.
<img src="graemlins/beerchug.gif" border="0" alt="[cheers]" />
10-10-2002, 06:25 AM
#45
Race Director
"I have no experience with the MAP kits but I do know that 99% of the problems with MAF kits are due to the end user and faulty unrelated components."
Yes, it's true there are extraneous problems that people have on their car that hinders the installation of BOTH MAF or MAP-sensor kits. Things like loose intercooler pipes and intake vaccum leaks, incorrect vacuum-house routing, faulty TPS, BOV, boost-controllers, etc. But I'm not sure where the data is to arrive at that 99% number. I have had personal-involvement in helping over 5 people dial in their MAF-4 systems. In all the cases, they either had to custom-build a J-pipe that places the MAF-sensor further away from the turbo, or they have returned or thrown away their MAF kits in disgust. There definitely are low-flow signal issues with a large enough MAF-sensor that doesn't max-out at 400-450CFM. I can show you oscilloscope traces where a MAF-4 sensor drops off to 0-volts under low-flow idle conditions. No amount of tuning or user mistakes can account for a problem at the signal's source.
Now this is just on a stock car. Let's see someone install 55/65/76-lb/hr injectors on their MAF kits and get it to idle correctly and PASS EMISSIONS testing! All with a flip of a switch requiring no piggyback signal-massager adjustments either. Let's say you want to dump in race gas and want to advance ignition timing by about 4-degrees. How about if you only wanted 2-degrees more advance because you've got a 50/50 street/race gas mix? What can you do aside from putting in a standalone EFI system? We're going to provide a toggle switch on our kit to do just that!
"I think Tim nailed it in that when you run an office and are trying to keep the lights on, you wont have the time to post headgasket dissertations necessarily."
Yes, I'm a busy guy. On a weekly basis, I participate in numerous functions. I'm involved with my computer-consulting business, serve on the board of two corporations, am on advisory boards of several international student organzitions (AISEC & ASFI), attend weekly Chamber of Commerce meetings for both Santa Barbara and Goleta, as well as Kiwanis, Toastmasters, Rotary groups. Not to mention help organize bi-monthly Rotary events such as fundraisers (golf-tournaments, conventions, etc.), in addition to hosting incoming guests from our Group Study Exchange program twice a year (if you want to find an unmasked RacerX photo, look for my 6-week trip to the Philippines a couples years back). I also write a monthly investment newsletter called the Guerrilla Investor.
And to top it off, Travis & I have been able to get GURU Racing off the ground in our spare time. Developing and testing our products have taken hundreds of hours on research and development. Non-stop dyno-testing and going back and forth with revisions and modifications. We have had hands-on involvement with the manufacturer on the design and programming of the 951-specific boxes we use. This final product is light-years ahead of the generic off-the-shelf MAP-sensor box we originally bought from a retailer. All of our settings are pre-coded for us when they leave the factory to save us tons of custom-programming time.
If you review the history behind our MAP-sensor upgrade kit, you'll see that we took it from a theoretical discussion with Instigator (where is that guy), to a production kit in less than 3-months! My plan in the upcoming months is take some time way from all my other activities and devote more to GURU Racing. I can not get busier because I already am! I will always have the same 24-hours/day that I've always had and that everyone else has. But now, I'll just have more time for GURU that's all! <img src="graemlins/jumper.gif" border="0" alt="[jumper]" /> In the next month, we'll be offering two new products that will completely blow you away !!! <img src="graemlins/jumper.gif" border="0" alt="[jumper]" /> <img src="graemlins/jumper.gif" border="0" alt="[jumper]" />
Finally, regardless of all the background theoretical discussion on the idealistic limits of the various technologies, it really comes down to the actual implementation and results that counts! And as Outlaw952 said, the results are out there. Anyone and everyone is more than welcome to come test-drive our development car this Saturday at Willow Springs (on the streets) to gauge drivability and power output! We can cruise down to the local shopping-center to grab lunch and see how it does in a parking-lot. We can even convert it back to bone-stock in less than 10-minutes for you to gauge before & after feel in driveability and power.
With our latest version-7 of the GURU chips, we shaved off about 0.4-seconds in our 0-60mph and 1/4-mile times (4.8-4.9s 0-60, low 13-second 1/4-miles). Considering our last dyno-test in Santee registered 261rwhp/303lb-ft torque, we expect this increase in performance to put us very, very close to the magic 300rwhp from a stock K26/6 turbo mark. 
See y'all at Willow Springs !!! <img src="graemlins/wave.gif" border="0" alt="[byebye]" />
BTW - Robby, thanks for the compliments! I don't expect anyone to come to me because of anything other than that we offer a great product at the best pricing! Yes, we did ship out some early mistakes due to miscommunications on our development testing, but we're constantly fine-tuning and the kit just gets better!
Yes, it's true there are extraneous problems that people have on their car that hinders the installation of BOTH MAF or MAP-sensor kits. Things like loose intercooler pipes and intake vaccum leaks, incorrect vacuum-house routing, faulty TPS, BOV, boost-controllers, etc. But I'm not sure where the data is to arrive at that 99% number. I have had personal-involvement in helping over 5 people dial in their MAF-4 systems. In all the cases, they either had to custom-build a J-pipe that places the MAF-sensor further away from the turbo, or they have returned or thrown away their MAF kits in disgust. There definitely are low-flow signal issues with a large enough MAF-sensor that doesn't max-out at 400-450CFM. I can show you oscilloscope traces where a MAF-4 sensor drops off to 0-volts under low-flow idle conditions. No amount of tuning or user mistakes can account for a problem at the signal's source.
Now this is just on a stock car. Let's see someone install 55/65/76-lb/hr injectors on their MAF kits and get it to idle correctly and PASS EMISSIONS testing! All with a flip of a switch requiring no piggyback signal-massager adjustments either. Let's say you want to dump in race gas and want to advance ignition timing by about 4-degrees. How about if you only wanted 2-degrees more advance because you've got a 50/50 street/race gas mix? What can you do aside from putting in a standalone EFI system? We're going to provide a toggle switch on our kit to do just that!
"I think Tim nailed it in that when you run an office and are trying to keep the lights on, you wont have the time to post headgasket dissertations necessarily."
Yes, I'm a busy guy. On a weekly basis, I participate in numerous functions. I'm involved with my computer-consulting business, serve on the board of two corporations, am on advisory boards of several international student organzitions (AISEC & ASFI), attend weekly Chamber of Commerce meetings for both Santa Barbara and Goleta, as well as Kiwanis, Toastmasters, Rotary groups. Not to mention help organize bi-monthly Rotary events such as fundraisers (golf-tournaments, conventions, etc.), in addition to hosting incoming guests from our Group Study Exchange program twice a year (if you want to find an unmasked RacerX photo, look for my 6-week trip to the Philippines a couples years back). I also write a monthly investment newsletter called the Guerrilla Investor.
And to top it off, Travis & I have been able to get GURU Racing off the ground in our spare time. Developing and testing our products have taken hundreds of hours on research and development. Non-stop dyno-testing and going back and forth with revisions and modifications. We have had hands-on involvement with the manufacturer on the design and programming of the 951-specific boxes we use. This final product is light-years ahead of the generic off-the-shelf MAP-sensor box we originally bought from a retailer. All of our settings are pre-coded for us when they leave the factory to save us tons of custom-programming time.
If you review the history behind our MAP-sensor upgrade kit, you'll see that we took it from a theoretical discussion with Instigator (where is that guy), to a production kit in less than 3-months! My plan in the upcoming months is take some time way from all my other activities and devote more to GURU Racing. I can not get busier because I already am! I will always have the same 24-hours/day that I've always had and that everyone else has. But now, I'll just have more time for GURU that's all! <img src="graemlins/jumper.gif" border="0" alt="[jumper]" /> In the next month, we'll be offering two new products that will completely blow you away !!! <img src="graemlins/jumper.gif" border="0" alt="[jumper]" /> <img src="graemlins/jumper.gif" border="0" alt="[jumper]" />
Finally, regardless of all the background theoretical discussion on the idealistic limits of the various technologies, it really comes down to the actual implementation and results that counts! And as Outlaw952 said, the results are out there. Anyone and everyone is more than welcome to come test-drive our development car this Saturday at Willow Springs (on the streets) to gauge drivability and power output! We can cruise down to the local shopping-center to grab lunch and see how it does in a parking-lot. We can even convert it back to bone-stock in less than 10-minutes for you to gauge before & after feel in driveability and power.
With our latest version-7 of the GURU chips, we shaved off about 0.4-seconds in our 0-60mph and 1/4-mile times (4.8-4.9s 0-60, low 13-second 1/4-miles). Considering our last dyno-test in Santee registered 261rwhp/303lb-ft torque, we expect this increase in performance to put us very, very close to the magic 300rwhp from a stock K26/6 turbo mark.
See y'all at Willow Springs !!! <img src="graemlins/wave.gif" border="0" alt="[byebye]" /> BTW - Robby, thanks for the compliments! I don't expect anyone to come to me because of anything other than that we offer a great product at the best pricing! Yes, we did ship out some early mistakes due to miscommunications on our development testing, but we're constantly fine-tuning and the kit just gets better!