Originally Posted by neffster

1. I drove from Oviedo, FL right past z1 straight to CPRacing for my Vortech install and tuning.

2. My set up consists of Crawford headers, h/f cats and plenum and a JIC Y-Pipe. I have the 3.12 pulley and my A/F is hitting anywhere from high 10's to high 11's at WOT. The kit puts out are 388rwhp and 331rwtq 'tuned' at 9psi on 93 octane.

G8tor20 has the 3.12 pulley and only Crawford cats. He is hitting 385rwhp and 314rwtq at 10.5psi on 93 octane and his torque is lower than mine when you overlay the graphs by a good amount from ~3000rpms on.

If you're looking for a 'pick me up' on the low end, check out the Crawford headers (or possibly another brand). They seem to be working really well for me.

3. +1,000,000 on the work that CP Racing does. I'd gladly drive another 8 hours for that kind of service.

Originally Posted by roncfpz

Glad to read about another happy CP Race customer. After speaking with Sharif and reading about those guys, I'm making the same trip from Winter Springs, FL later this month. Just didn't feel comfortable with any local tuners in Central Florida when compared to CP Race.

Originally Posted by Gman2004

I made the trip from Miami to get my car tuned. I see you have the Greddy EVO II in your sig. I would recommend you get a better flowing exhaust before you make the drive up there for your tune. I had the EVO II for the drive and it turns out that exhaust sucks for FI. They tuned with no exhaust on the car, but with my new 3" true dual I run a little rich. I don't know what your goals are down the road, but if you ever plan on building the motor then you want to get a 3" true dual. If you will stay with the stock block a true dual 2.5" like APS or HKS TI would suffice.

Originally Posted by roncfpz

Jorge, thanks for the advice; much appreciated. Sharif and I have discussed and we're going with a custom 3" system with the intent of building the engine next year.

Thanks!
Ron

Originally Posted by CpraceZ

The R4 software has fuel and spark set up in two different maps - both maps (tables) have RPM on the Vetical axis and PSI (Vacuum / Boost) on the Horizontal axis. As for tuning you really need to do it opposite of what you mentioned. Timing can be set via RPM - in other words, you can set up the software to take out 1 degree of timing at 4000 RPM accross the board regardless of the boost, 2 degrees at 4500 RPM, and so on. The fuel is much more sensitive to boost, if you tune fuel by RPM and get more or less boost than expected you vehicle will go either too rich or worse too lean. Therefore, we always tune fuel based on boost and RPM. this way you can account for belt slippage, or a owner that decides to do his own pulley swap

Originally Posted by zachcrosen

Here are my dyno sheets from this weekend and from Z1. The one from Z1 was from the final tune I got from them a few months back. I was told by CP Racing that the AFR curve is always less flat on a Dyno Dynamics dyno because it is not corrected for flatness where as the Dynojet AFR curve is corrected.

Originally Posted by Mr_pharmD

what kind of fuel management are running? do u have the a/f graph and were running lean up top?

Originally Posted by freezeg35

I dont understand how you can get more boost with the vortech. I understand belt slippage for less boost, but boost is rpm driven, so how could you get a boost spike?