GREG BANISH

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E NG I N E MANAG E M E NT: ADVANCE D TU N I NG

Copyright © 2007 Greg Banish

All rights reserved. All text and photographs in this publication are the property of the author, unless otherwise noted or cred-
ited. It is unlawful to reproduce – or copy in any way – resell, or redistribute this information without the express written per-
mission of the publisher.

All text, photographs, drawings, and other artwork (hereafter referred to as information) contained in this publication is
sold without any warranty as to its usability or performance. In all cases, original manufacturer’s recommendations, pro-
cedures, and instructions supersede and take precedence over descriptions herein. Specific component design and
mechanical procedures – and the qualifications of individual readers – are beyond the control of the publisher, therefore
the publisher disclaims all liability, either expressed or implied, for use of the information in this publication. All risk for
its use is entirely assumed by the purchaser/user. In no event will CarTech

®

, Inc., or the author, be liable for any indirect,

special, or consequential damages, including but not limited to personal injury or any other damages, arising out of the
use or misuse of any information in this publication.

This book is an independent publication, and the author(s) and/or publisher thereof are not in any way associated with, and are
not authorized to act on behalf of, any of the manufacturers included in this book. All registered trademarks are the property
of their owners. The publisher reserves the right to revise this publication or change its content from time to time without oblig-
ation to notify any persons of such revisions or changes.

Edited By: Josh Brown

ISBN-13 978-1-932494-42-6
ISBN-10 1-932494-42-1

Printed in China

Title Page:
The inertial chassis dyno is perhaps the most common dyno used
today. Low cost and easy operation make them an attractive tool to
the aftermarket. (Nate Tovey)

Back Cover:
Top: Dyno time costs money, and a logical approach to calibration
can often save hours of time and aggravation. When done correctly,
the results of a good tune are both good drivability and excellent
power. (Nate Tovey)

Middle: Modern PCMs pack as much processing power as the
desktop computers of several years ago. In the time it took you to
read this caption, this processor can perform over 16 million calcu-
lations. (Nate Tovey)

Bottom: A cold air kit installed in front of the factory MAF alters the
way air flows into the sensor. The new MAF output versus actual
airflow must be entered into the EEC for proper fuel, load, and
spark calculations. (Nate Tovey)

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E NG I N E MANAG E M E NT: ADVANCE D TU N I NG

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TA B L E O F C O N T E N TS

Acknowledgments . . . . . . . . . . . . . . . . . . . . . . . .4
About the Author . . . . . . . . . . . . . . . . . . . . . . . .4

Chapter 1:

Introduction . . . . . . . . . . . . . . . . . . . . . . . . . . . .5

Chapter 2:

The Basics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .10
4 Cycles of an Engine . . . . . . . . . . . . . . . . . . . .11
Air and Fuel . . . . . . . . . . . . . . . . . . . . . . . . . . . .13

Chapter 3:

The Goold Ol’ Days . . . . . . . . . . . . . . . . . . . . .19
Carburetion . . . . . . . . . . . . . . . . . . . . . . . . . . . .19
Timing . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .21
Cam Timing . . . . . . . . . . . . . . . . . . . . . . . . . . . .21

Chapter 4:

Taking Measure . . . . . . . . . . . . . . . . . . . . . . . . .23
Throttle Position . . . . . . . . . . . . . . . . . . . . . . . .23
Coolant Temperature . . . . . . . . . . . . . . . . . . . .24
Air-Inlet Temperature . . . . . . . . . . . . . . . . . . . .25
Manifold-Surface Temperature . . . . . . . . . . . . .25
Mass Air Flow . . . . . . . . . . . . . . . . . . . . . . . . . .25
Manifold Pressure . . . . . . . . . . . . . . . . . . . . . . .29
Barometric Pressure . . . . . . . . . . . . . . . . . . . . . .30
Crank/Cam Position . . . . . . . . . . . . . . . . . . . . .30
Rail Pressure . . . . . . . . . . . . . . . . . . . . . . . . . . . .30
System Voltage . . . . . . . . . . . . . . . . . . . . . . . . . .31
Oxygen Sensors . . . . . . . . . . . . . . . . . . . . . . . . .31
Knock Sensors . . . . . . . . . . . . . . . . . . . . . . . . . .34

Chapter 5:

Outputs . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .35
Fuel Injectors . . . . . . . . . . . . . . . . . . . . . . . . . . .35
Ignition . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .38
Fuel Pump . . . . . . . . . . . . . . . . . . . . . . . . . . . . .40
Throttle/ETC/Fly by Wire . . . . . . . . . . . . . . . .41
Idle Air Control . . . . . . . . . . . . . . . . . . . . . . . . .44
Runner Controls . . . . . . . . . . . . . . . . . . . . . . . .45
Cam Controls . . . . . . . . . . . . . . . . . . . . . . . . . . .45
Boost Control . . . . . . . . . . . . . . . . . . . . . . . . . .46

Chapter 6:

“The Recipe” . . . . . . . . . . . . . . . . . . . . . . . . . . .47
Modeling Airflow . . . . . . . . . . . . . . . . . . . . . . .48
Mass Air Flow . . . . . . . . . . . . . . . . . . . . . . . . . .49
Speed Density . . . . . . . . . . . . . . . . . . . . . . . . . . .50
Fuel Delivery . . . . . . . . . . . . . . . . . . . . . . . . . . .51
Picking a Ratio . . . . . . . . . . . . . . . . . . . . . . . . . .52
Transients and Modifiers . . . . . . . . . . . . . . . . . .53
Correction Factors . . . . . . . . . . . . . . . . . . . . . . .55

Chapter 7:

Ignition . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .56.
Burn Rate . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .57
“Blancing the Players” . . . . . . . . . . . . . . . . . . .60

Chapter 8:

Data Logging . . . . . . . . . . . . . . . . . . . . . . . . . .62
Know Your Load . . . . . . . . . . . . . . . . . . . . . . . .64

Chapter 9:

Getting into the Zip Code . . . . . . . . . . . . . . .68.
Mass Air Flow Modeling . . . . . . . . . . . . . . . . .70
MAF Scaling . . . . . . . . . . . . . . . . . . . . . . . . . . . .71
Speed Density Airflow Modeling . . . . . . . . . .72
Spark Advance . . . . . . . . . . . . . . . . . . . . . . . . . .73

Chapter 10:

Settling Down . . . . . . . . . . . . . . . . . . . . . . . . . .77
Dashpot . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .79

Chapter 11:

More Power . . . . . . . . . . . . . . . . . . . . . . . . . . . .80

Chapter 12:

Polising a Sculpture . . . . . . . . . . . . . . . . . . . . .85
Integrating Fuel Maps . . . . . . . . . . . . . . . . . . . .85
Integrating Spark maps . . . . . . . . . . . . . . . . . . .85
Tip-In Ignition . . . . . . . . . . . . . . . . . . . . . . . . . .86
Deceleration . . . . . . . . . . . . . . . . . . . . . . . . . . . .87
Closing the Loop (or not?) . . . . . . . . . . . . . . . .87
Choosing Cam/Runner Timing . . . . . . . . . . . .88
Choosing a Shift Point . . . . . . . . . . . . . . . . . . .89
Almost Done . . . . . . . . . . . . . . . . . . . . . . . . . . .89

Chapter 13:

Forced Induction . . . . . . . . . . . . . . . . . . . . . . .90
Centrifugal Superchargers . . . . . . . . . . . . . . . . .91
Positive Displacement Superchargers . . . . . . .93
Turbochargers . . . . . . . . . . . . . . . . . . . . . . . . . . .95
Nitrous Oxide . . . . . . . . . . . . . . . . . . . . . . . . . .98

Chapter 14:

Conclusion . . . . . . . . . . . . . . . . . . . . . . . . . . . .102

Appendix A:

Ford Tuning . . . . . . . . . . . . . . . . . . . . . . . . . . .104
Examples . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .106

Appendix B:

GM Tuning . . . . . . . . . . . . . . . . . . . . . . . . . . .111.
Examples . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .114

Appendix C:

Standalone EFI Systems . . . . . . . . . . . . . . . .118.
Accel DFI . . . . . . . . . . . . . . . . . . . . . . . . . . . . .119
F.A.S.T. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .120
AEM . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .121
MegaSquirt . . . . . . . . . . . . . . . . . . . . . . . . . . . .122
Electromotive TEC

3

r . . . . . . . . . . . . . . . . . . .122

Appendix D:

INCA OEM Calibration Tool . . . . . . . . . . .123.

Appendix E:

External Controllers . . . . . . . . . . . . . . . . . . .124.
Electronic Ignition Boxes . . . . . . . . . . . . . . . .124
VAFC/MAF Adjusters . . . . . . . . . . . . . . . . . .125
Piggyback Controllers . . . . . . . . . . . . . . . . . . .125
Auxiliary Injector Control . . . . . . . . . . . . . . .126
Hobbs Switches . . . . . . . . . . . . . . . . . . . . . . . .126
Mechanical Adjustable Fuel

Pressure Regulators . . . . . . . . . . . . . . . . .126

The FMU . . . . . . . . . . . . . . . . . . . . . . . . . . . . .127
Manual Boost Controllers

and Wastegates . . . . . . . . . . . . . . . . . . . . .127

Exhaust Cutouts . . . . . . . . . . . . . . . . . . . . . . .128

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A

CKNOWLEDGMENTS

Greg Banish is a mechanical

engineer and motorsports enthusiast
who works as an OEM calibrator by
day and professional engine tuner
in his spare time. Greg earned a
bachelor’s degree in Mechanical
Engineering at GMI Engineering &
Management Institute (Kettering
University) with a specialty in auto-
motive applications, engine design
and power systems. He wrote his the-
sis on vehicle instrumentation and
wheel torque measurement.

Putting this education to practical

use, he founded his own performance
shop outside of Detroit and has
served local enthusiasts, shops, auto-
motive companies and OEMs. A
background in engineering drove
him to approach engine tuning logi-
cally by applying an OEM-style
approach. As one of the earliest pro-
ponents for using a load bearing
chassis dyno for general enthusiast

tuning work, he worked to realign
the public view of how performance
tuning should be done. With over a
thousand unique aftermarket cali-
brations performed on the dyno and
“track,” he has had the opportunity

to work with a wide variety of
engines and control systems.

Currently working as a calibra-

tion engineer, Greg works closely
with engineers from U.S. and Euro-
pean OEMs including environmental
testing in some of the most extreme
conditions. His assignments have
covered engine control technologies
ranging from torque-based controls
to thermal modeling to gasoline
direct injection. He is also a member
of the Society of Automotive Engi-
neers and SEMA.

To this day, he continues to

serve the performance industry pro-
viding EFI calibration and consulting
services to shops as well as teaching
seminars on engine calibration that
are available to both professional
tuners and individual enthusiasts
alike. He enjoys road racing his Ford
Mustang and instructing at open
track events.

A

BOUT THE

A

UTHOR

This book would not have been

possible without a lot of help
through the years. Many of the rela-
tionships I’ve made both personally
and professionally have been fuel to
keep me going over the years and
opened the doors that made this all
possible.

I would like to thank the people

at SCT, Mustang Dynamometer,
Dynojet Research, HPTuners, Engine
Controls and Monitoring, Mr. Gas-
ket, F.A.S.T., Vortech Engineering,

MRT Racing, SiemensVDO, Magnu-
son Products, Diablosport, MSD,
Autronic, Trick Flow Specialties,
Ford, and Mopar for their recent help
and opportunities to challenge
myself over the years.

Nate Tovey, my photographer

for this book, put in plenty of long
hours alongside me when it counted.
Thanks buddy, we made it happen.

Andrea, my wife, put in just as

many long hours as I ever did. You
stood by me while I chased my

dream and earned my experience the
hard way: one long night at the shop
after another. Not only have you
gracefully put up with my obses-
sions, but you did it with a smile.
You’ve always been there for me and
helped me keep my focus. What
more could a guy ask for?

Dave and Jay, if only you could

join me now for the good times.
Godspeed and God bless.

–Greg Banish

Author Greg Banish with

his dog, Turbo.

E NG I N E MANAG E M E NT: ADVANCE D TU N I NG

5

I

NTRODUCTION

C H A P T E R 1

Before this book even begins, I

wish to make it perfectly clear that
this is not an engine design or com-
bustion theory text. The goal here is
for the educated enthusiast, skilled

technician, and automotive engi-
neer alike to all be able to come
away with something. To this end,
we explore the basics of engine oper-
ation to reinforce what is really going

on under the hood. From there, we
move on to the “ins and outs” of
modern electronic fuel injection sys-
tems and ultimately some specifics of
calibration methods and horsepower

The 1968 Plymouth GTX 440 made 375 gross hp and was considered state of the art for its time. In reality, this engine
has a specific output of 0.85 hp per cubic inch and would fail modern emissions tests miserably. (Nate Tovey)

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E NG I N E MANAG E M E NT: ADVANCE D TU N I NG

production. The focus of this book is
gasoline engines; however, many of
the concepts can carry over to other
applications. While much of the
material may seem like a review to
many, it is important to keep in
mind the fundamentals of engine
operation while attempting to
change calibrations. A solid under-
standing of what is happening
inside the manifold and combustion
chamber gives the calibrator an edge
in tuning.

Let’s face it, today’s perfor-

mance enthusiast doesn’t want to
compromise. We want tons of
power, reliability, drivability, and
worry-free operation. Gone are the
days of living with the compromises
between the horsepower seekers and
the emissions regulators. We now
live in a time where one can walk
into a new car dealership and simply
buy an honest 400-horsepower car
that idles quietly, drives smooth as
silk, and is backed by a full factory
warranty. Considering that in the
heyday of the muscle car wars 300
gross horsepower was astounding
and it still came with a rough idle
and terrible gas mileage, today’s per-
formance car market is as good as it
has ever been.

So how did we get here? First

and foremost, the automakers have
learned a thing or two about engine
design in the last three decades. Seri-
ous advances in the areas of cylin-
der head, intake, and camshaft
design have allowed engines to
make far more power out of much
smaller packages and displacements.
What the OEM engineers call spe-
cific output, or power per cubic
inch, has gone way up directly as a
result of the increase in flow poten-
tial of modern component designs.
Compare today’s injection molded

CHAPTE R 1

The 2006 Ford Mustang makes 300 hp out of a 281 cubic engine for a specific
output of 1.07 hp/ci, with complete compliance to today’s stringent emissions
standards. (Nate Tovey)

The engine in this Mercedes 220SE is equipped with mechanical fuel injection
and makes about 120 hp from 2.2 liters. It has limited capability to adjust for
changing weather conditions. (Nate Tovey)