Steve Wong Chip GB- CLOSED
07-25-2007, 05:51 AM
#17
Racer
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I'm interested. Will the chip be optimised for 98/99 UK octane fuel and standard air-in and standard exhaust? I notice the US results were on 92/93 octane fuel. More info would be good.
07-25-2007, 05:56 AM
#18
Racer
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I emailed steve not long ago and he said he can custom make one for 98/99 octane and whatever exhaust config you have. I was quoted $450. If the GB works out cheaper than that then im in too!!
07-25-2007, 10:08 AM
#20
Rennlist Member
Thread Starter
There are "template" chips to suit most here ( basic mitigating parameters such as with or without bypasses, 91 or 93 octane etc.)
A custom chip beyond these basic parameters may fall outside the scope of the GB. I'll find out.
Also, Steve and I discussed Greg's results. Although he thought the base pulls were low, the gains were in line with his experience and data. He hasn't updated his site in a while, but if yu go there you'll see a number of graphs albeit mostly on 3.2s. Still they are broadly representative of what we can expect. If not, we have 30 days to return chips- no questions asked.
A custom chip beyond these basic parameters may fall outside the scope of the GB. I'll find out.
Also, Steve and I discussed Greg's results. Although he thought the base pulls were low, the gains were in line with his experience and data. He hasn't updated his site in a while, but if yu go there you'll see a number of graphs albeit mostly on 3.2s. Still they are broadly representative of what we can expect. If not, we have 30 days to return chips- no questions asked.
07-25-2007, 10:37 AM
#21
Guys - there are two methods of computing octane - RON (which is used in the UK) and R+M/2 (which is used in the US) - the RON octane number will always be higher than the R+M/2 octane number for the same fuel - see below.
Octane numbers are measured two ways. The 'research' method of measuring the octane number uses a constant speed (1500 rpm) engine in laboratory conditions. This is the RON - Research Octane Number. The other method is the MON - Motor Octane Number, which uses a harsher test regime more closely related to road conditions. So the MON is usually lower than the RON for the same fuel. Here in the US, we don't use either RON or MON at the gas pump. We use the average of both of these numbers, commonly referred to as (R+M)/2. To get this number, the RON number is added to the MON number and the resulting number is divided by two. This is the number that American drivers see at the pump. See: http://www.tunacan.net/t4/tech/cr.htm
95 RON octane is approximately equivalent to 91 (R+M)/2 octane
Octane numbers are measured two ways. The 'research' method of measuring the octane number uses a constant speed (1500 rpm) engine in laboratory conditions. This is the RON - Research Octane Number. The other method is the MON - Motor Octane Number, which uses a harsher test regime more closely related to road conditions. So the MON is usually lower than the RON for the same fuel. Here in the US, we don't use either RON or MON at the gas pump. We use the average of both of these numbers, commonly referred to as (R+M)/2. To get this number, the RON number is added to the MON number and the resulting number is divided by two. This is the number that American drivers see at the pump. See: http://www.tunacan.net/t4/tech/cr.htm
95 RON octane is approximately equivalent to 91 (R+M)/2 octane
07-25-2007, 02:14 PM
#23
Drifting
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Originally Posted by deep_uv
Ok, I'll play too. You're sure about those Dyno results Greg, right?? 
No pressure.
No pressure.
But, I need to contact Steve Wong and make sure that he custom programs your chip to reduce your power output. I've got enough trouble with you at the track as it is. 
07-25-2007, 02:18 PM
#24
Drifting
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Originally Posted by Ritter
Also, Steve and I discussed Greg's results. Although he thought the base pulls were low, the gains were in line with his experience and data. He hasn't updated his site in a while, but if yu go there you'll see a number of graphs albeit mostly on 3.2s. Still they are broadly representative of what we can expect. If not, we have 30 days to return chips- no questions asked.
Be careful about comparing the 3.2 results to expected 964 results. I've been told the 3.2's have a lot more to gain from a performance chip than the 964's.
07-25-2007, 02:30 PM
#25
Rennlist Member
Thread Starter
If you haven't done so already please pm me your name and email address.
When the GB closes I'll post the price here and you can make your final decision and if in the affirmative, you can then just email Steve directly to arrange type of chip, payment and delivery. I will have already passed him the list of names so just site the RL GB.
When the GB closes I'll post the price here and you can make your final decision and if in the affirmative, you can then just email Steve directly to arrange type of chip, payment and delivery. I will have already passed him the list of names so just site the RL GB.
07-25-2007, 03:29 PM
#26
GB
Hi guys
PLease add me also
Would need a chip for 95 RON, primary bypass, drilled box
Address is sshenton1975@yahoo.co.uk
Cheers
Simon
PLease add me also
Would need a chip for 95 RON, primary bypass, drilled box
Address is sshenton1975@yahoo.co.uk
Cheers
Simon
07-25-2007, 04:35 PM
#27
Rennlist Member
Thread Starter
More chat with Steve yields the following:
If we have enough numbers ( at present we do) the price will be $300 (vs. $350) . Not bad savings IMO.
You'll have a choice of 3 "template" chips which have been engineered based upon all the other 964s that have gone before us. They are for cars that are:
1. stock
2. with cat and/or secondary and/or primary bypass and open airbox
3. more major mods like headers, cams etc.
Of these you can deisgnate 91 or 93 (US octane).
If you want a "custom" chip - add $100. That allows you to do a dyno pull before you get the chip, and if you send him the files, he will optimize a chip for you car taking into account your air/fuel plots etc..
Or, if you choose to go custom later, you have 60 days from purchase to do your pulls and send the files and he'll send you a new chip to replace the old (you return the old one after receiving the new one so no downtime).
If your car is totally funky (3.8, 100 octane etc.) then you need a totally custom chip which is the assumed GB price of $300 + $200. This includes custom mapping off dyno pulls etc.
GB CLOSES MIDNIGHT PCT on THURSDAY JULY 26TH
If we have enough numbers ( at present we do) the price will be $300 (vs. $350) . Not bad savings IMO.
You'll have a choice of 3 "template" chips which have been engineered based upon all the other 964s that have gone before us. They are for cars that are:
1. stock
2. with cat and/or secondary and/or primary bypass and open airbox
3. more major mods like headers, cams etc.
Of these you can deisgnate 91 or 93 (US octane).
If you want a "custom" chip - add $100. That allows you to do a dyno pull before you get the chip, and if you send him the files, he will optimize a chip for you car taking into account your air/fuel plots etc..
Or, if you choose to go custom later, you have 60 days from purchase to do your pulls and send the files and he'll send you a new chip to replace the old (you return the old one after receiving the new one so no downtime).
If your car is totally funky (3.8, 100 octane etc.) then you need a totally custom chip which is the assumed GB price of $300 + $200. This includes custom mapping off dyno pulls etc.
GB CLOSES MIDNIGHT PCT on THURSDAY JULY 26TH
