Round 3 Mods - Tune Time!
09-13-2014, 11:12 AM
#1
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Round 3 Mods - Tune Time!
Having completed all the bolt on mechanical modifications and enjoying them this summer, I wanted to see if there was anything more that could be squeezed out of Indigo’s powertrain. You can read about my build up here and here. Right now, my mechanical mods are:
I use SCT’s iTSX tuner and a Samsung Galaxy Tab 2 7.0 as my tuning solution, and PerfExpert from the Android Marketplace and my Samsung Galaxy Note 3 on a windshield mount as my “pocket dyno.” Unfortunately, the nearest shop with a dyno is over 2 hours away, so I have to improvise a bit here at home and do a lot of my own work. That, and the dyno used for some of my engines at work isn’t quite the right tool for the job!
Back in Round 1 I purchased my tuner through AmericanMuscle along with Bama’s “Free Tunes for Life” program. Normally I run around on the 91S tune, but since I wanted to see what else I could get out of my setup I switched to the 93R. After reading some threads, doing some research, and being a junior member of Jay Leno’s “more money than brains car club”, I also contacted Steeda and asked them to prepare a set of tunes for me on 93 octane fuel as well.
As you’d expect, as soon as there’s 2 tunes around there’s an opportunity to do some comparisons...
EXPERIMENTAL PROCESS FOR EACH TUNE
One important part of tuning that I hope comes out in this write-up is that there’s a lot more to tuning than peak numbers. In my case, I don’t intend Indigo to be a drag race car - I’m much more interested in a good autocross / road race setup. What is a great setup to one person may be utter rubbish to someone else, so I’ll do my best here to provide as unbiased an opinion as possible.
- Steeda CAI
- BBK 73mm TB
- BBK LT Headers
- BBK hi-flow cats
- Magnaflow 3” cat-back exhaust
- Magnaflow 4” exit mufflers
- Aluminum driveshaft (for safety
)
I use SCT’s iTSX tuner and a Samsung Galaxy Tab 2 7.0 as my tuning solution, and PerfExpert from the Android Marketplace and my Samsung Galaxy Note 3 on a windshield mount as my “pocket dyno.” Unfortunately, the nearest shop with a dyno is over 2 hours away, so I have to improvise a bit here at home and do a lot of my own work. That, and the dyno used for some of my engines at work isn’t quite the right tool for the job!
Back in Round 1 I purchased my tuner through AmericanMuscle along with Bama’s “Free Tunes for Life” program. Normally I run around on the 91S tune, but since I wanted to see what else I could get out of my setup I switched to the 93R. After reading some threads, doing some research, and being a junior member of Jay Leno’s “more money than brains car club”, I also contacted Steeda and asked them to prepare a set of tunes for me on 93 octane fuel as well.
As you’d expect, as soon as there’s 2 tunes around there’s an opportunity to do some comparisons...
EXPERIMENTAL PROCESS FOR EACH TUNE
- Flash car to stock tune
- Flash car to test tune
- Drive car until cylinder head temperature reads 170F and IAT is near ambient
- Do a dyno pull in 2nd gear using PerfExpert and record the log.
- Drive around for a few minutes to settle the temperatures back to their original values
- Repeat Steps 3 - 5 until we collect a total of 6 files for each tune, throwing out any runs where PerfExpert clearly misfired and gave bogus results (like 1000 crank HP...or 100).
One important part of tuning that I hope comes out in this write-up is that there’s a lot more to tuning than peak numbers. In my case, I don’t intend Indigo to be a drag race car - I’m much more interested in a good autocross / road race setup. What is a great setup to one person may be utter rubbish to someone else, so I’ll do my best here to provide as unbiased an opinion as possible.
Last edited by WindyMustang; 09-24-2014 at 08:34 PM.
09-13-2014, 11:12 AM
#2
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Join Date: Mar 2008
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Posts: 246
Price and Features
PRICE
Right now, both AM and Steeda have the iTSX for the same price. UPDATE: BOTH INCLUDE TUNES FOR LIFE
SIMPLICITY
Although we’re using the same iTSX software for both companies tunes, the Bama setup is a bit more idiot resistant. (I don’t believe anything is truly “idiot proof” because the world keeps coming up with better idiots.) With the Bama setup, you plug in the iTSX module, punch two buttons on the tablet’s screen, the new tune goes in, and it’s party time. If you’re intimidated by mucking about with your engine software or this is the first time you’ve ever tried anything like this, Bama’s approach is about as easy and close to zero risk as it gets. ADVANTAGE: BAMA
CONFIGURABILITY
The price Bama pays for it’s simplicity is an utter lack of configurability. They will happily build and modify a tune for you (and for free with Bama’s “Tunes for Life” program), but if YOU want to make some changes without having to wait on a response by e-mail, you’ll prefer Steeda’s setup. When you get ready to flash the ECU with the Steeda tune, iTSX presents a nice selection of configurable parameters like spark advance, idle RPM setting, wheel/tire size, gear ratios, etc. It’s not a huge or overwhelming list, but there’s more things that are tweakable and I really appreciate that. You also have the Steeda “Tunes for Life” program backing you up for those more complicated tasks as well. ADVANTAGE: STEEDA
IDLE STABILITY
One issue that cropped up over the summer has been idle stability, especially on warm or hot summer days. With the Bama tune, both the tach and the AFR wander around like the car is hunting for a stable idle condition but can never find it. It’s not dangerous or anything, but it is freakin’ annoying to me. The Steeda tune has a little AFR wander (which might have to do with my relatively unrestricted exhaust setup), but it’s only 0.1 point and the RPM wander is nearly zero as well. ADVANTAGE: STEEDA
THROTTLE RESPONSE
The Bama and Steeda tunes are very different in this regard. The Bama tune could be described as “spunky.” The TB moves quickly with small prods of the pedal, which makes the car feel very responsive -- and that can be fun! On the other hand, if you’re strung out near max lateral g’s balancing the car on the razor’s edge and want to steer it with the throttle, that eagerness in the throttle response becomes a giant PITA that will more likely get you in a spin than put a smile on your face. Same issue with max effort drag runs - the aggressive throttle response means you’re more likely to have to “pedal” the car if (when?) things get squirrely out back, and that’s a lot harder to do with an aggressive throttle map. By contrast, the Steeda tune is just plain smooooooth everywhere regardless of RPM and engine load. The Mark II butt dyno may not feel like Steeda’s tune is as snappy, but that’s very deceiving. I’d suspect that the Steeda tune is much more likely to get you an unexpected visit from your local law enforcement, because the car never feels like it’s working that hard until you look down at the speedometer and...holy cheese and crackers, how’d THAT happen! NO CLEAR ADVANTAGE TO EITHER TUNE - THEY ARE JUST PLAIN DIFFERENT
Right now, both AM and Steeda have the iTSX for the same price. UPDATE: BOTH INCLUDE TUNES FOR LIFE
SIMPLICITY
Although we’re using the same iTSX software for both companies tunes, the Bama setup is a bit more idiot resistant. (I don’t believe anything is truly “idiot proof” because the world keeps coming up with better idiots.) With the Bama setup, you plug in the iTSX module, punch two buttons on the tablet’s screen, the new tune goes in, and it’s party time. If you’re intimidated by mucking about with your engine software or this is the first time you’ve ever tried anything like this, Bama’s approach is about as easy and close to zero risk as it gets. ADVANTAGE: BAMA
CONFIGURABILITY
The price Bama pays for it’s simplicity is an utter lack of configurability. They will happily build and modify a tune for you (and for free with Bama’s “Tunes for Life” program), but if YOU want to make some changes without having to wait on a response by e-mail, you’ll prefer Steeda’s setup. When you get ready to flash the ECU with the Steeda tune, iTSX presents a nice selection of configurable parameters like spark advance, idle RPM setting, wheel/tire size, gear ratios, etc. It’s not a huge or overwhelming list, but there’s more things that are tweakable and I really appreciate that. You also have the Steeda “Tunes for Life” program backing you up for those more complicated tasks as well. ADVANTAGE: STEEDA
IDLE STABILITY
One issue that cropped up over the summer has been idle stability, especially on warm or hot summer days. With the Bama tune, both the tach and the AFR wander around like the car is hunting for a stable idle condition but can never find it. It’s not dangerous or anything, but it is freakin’ annoying to me. The Steeda tune has a little AFR wander (which might have to do with my relatively unrestricted exhaust setup), but it’s only 0.1 point and the RPM wander is nearly zero as well. ADVANTAGE: STEEDA
THROTTLE RESPONSE
The Bama and Steeda tunes are very different in this regard. The Bama tune could be described as “spunky.” The TB moves quickly with small prods of the pedal, which makes the car feel very responsive -- and that can be fun! On the other hand, if you’re strung out near max lateral g’s balancing the car on the razor’s edge and want to steer it with the throttle, that eagerness in the throttle response becomes a giant PITA that will more likely get you in a spin than put a smile on your face. Same issue with max effort drag runs - the aggressive throttle response means you’re more likely to have to “pedal” the car if (when?) things get squirrely out back, and that’s a lot harder to do with an aggressive throttle map. By contrast, the Steeda tune is just plain smooooooth everywhere regardless of RPM and engine load. The Mark II butt dyno may not feel like Steeda’s tune is as snappy, but that’s very deceiving. I’d suspect that the Steeda tune is much more likely to get you an unexpected visit from your local law enforcement, because the car never feels like it’s working that hard until you look down at the speedometer and...holy cheese and crackers, how’d THAT happen! NO CLEAR ADVANTAGE TO EITHER TUNE - THEY ARE JUST PLAIN DIFFERENT
Last edited by WindyMustang; 09-15-2014 at 09:51 PM.
09-13-2014, 11:13 AM
#3
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Join Date: Mar 2008
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Posts: 246
Numbers and Figures
Here’s where we start getting into the numbers and the debates begin. Since I’m a bit of a “data geek” I did a bunch of number crunching and exploration of curve shapes and trends using all 12 files collected. After blowing a few hours in an afternoon and according to PerfExpert, here’s the tale of the tape!
LOW RPM OPERATION (IDLE to 3500 RPM)
The Steeda tune offers 6 hp and 14 lb-ft of torque advantage over the Bama tune. That may not sound like much, but remember the car is not near its peak numbers in this RPM range. As a percentage of the measurements, that’s about 5% more HP and 5% more TQ. 5% is possibly within the range of the measurement error in my setup, but what one can be sure of is the difference in the acceleration rate (or longitudinal g-forces). That measurement almost always goes to the Steeda tune with a 5% to 6% advantage, and it’s noticeable in how the car drives. Since this is the range where a “daily driver” car will spend most of it’s life, it’s a difference one can appreciate on a more regular basis. ADVANTAGE: STEEDA
MID RPM OPERATION (3500 - 5500 RPM)
This is an area where the 3.7L Cyclone engine struggles in my opinion. Maybe someone should try a more aggressive VVT setting or cam grind or intake manifold or something? It seems like there should be more torque available in particular, but after both companies’ best efforts, there was less than 1% difference in both HP and TQ between the two. NO ADVANTAGE MEASURED
HIGH RPM OPERATION (5500 - 7000 RPM)
Up here, it’s go time! The Steeda tune came out on top here as well, with 10 hp and 6 lb-ft advantage. However, now the numbers are bigger so that translates to 3% on HP and 2.5% on TQ. That almost certainly is in the measurement error range, so we look at the longitudinal acceleration. Longitudinal g’s are up an average of 2.5% and sometimes as high as 3% as well. Anecdotally, of all 12 runs (plus the ones I threw out), the Steeda tune was the only one where I bounced the rev limiter - it was pulling that hard. In particular, at the very tippy top of the rev range (6500-7000 RPM), the Steeda tune seems to still be breathing where the Bama tune was trending downward. ADVANTAGE: STEEDA (by a hair)
PEAK VALUES
I almost hesitate to post this because a giant flame war could erupt over measurements and errors and whatnot. And I know these numbers won’t exactly match my earlier Round 2 post too. I view a dyno - any dyno - as a tuning tool first and foremost. However, for all you dyno queens out there who want to know and keeping in mind my low-budget measurement setup, the crankshaft values for each tune’s very best effort run was:
FUEL ECONOMY
Since I’ve been driving around with both tunes for a bit now, I think they are about the same in the city, with a ~2 MPG advantage to the Steeda tune on the highway.
LOW RPM OPERATION (IDLE to 3500 RPM)
The Steeda tune offers 6 hp and 14 lb-ft of torque advantage over the Bama tune. That may not sound like much, but remember the car is not near its peak numbers in this RPM range. As a percentage of the measurements, that’s about 5% more HP and 5% more TQ. 5% is possibly within the range of the measurement error in my setup, but what one can be sure of is the difference in the acceleration rate (or longitudinal g-forces). That measurement almost always goes to the Steeda tune with a 5% to 6% advantage, and it’s noticeable in how the car drives. Since this is the range where a “daily driver” car will spend most of it’s life, it’s a difference one can appreciate on a more regular basis. ADVANTAGE: STEEDA
MID RPM OPERATION (3500 - 5500 RPM)
This is an area where the 3.7L Cyclone engine struggles in my opinion. Maybe someone should try a more aggressive VVT setting or cam grind or intake manifold or something? It seems like there should be more torque available in particular, but after both companies’ best efforts, there was less than 1% difference in both HP and TQ between the two. NO ADVANTAGE MEASURED
HIGH RPM OPERATION (5500 - 7000 RPM)
Up here, it’s go time! The Steeda tune came out on top here as well, with 10 hp and 6 lb-ft advantage. However, now the numbers are bigger so that translates to 3% on HP and 2.5% on TQ. That almost certainly is in the measurement error range, so we look at the longitudinal acceleration. Longitudinal g’s are up an average of 2.5% and sometimes as high as 3% as well. Anecdotally, of all 12 runs (plus the ones I threw out), the Steeda tune was the only one where I bounced the rev limiter - it was pulling that hard. In particular, at the very tippy top of the rev range (6500-7000 RPM), the Steeda tune seems to still be breathing where the Bama tune was trending downward. ADVANTAGE: STEEDA (by a hair)
PEAK VALUES
I almost hesitate to post this because a giant flame war could erupt over measurements and errors and whatnot. And I know these numbers won’t exactly match my earlier Round 2 post too. I view a dyno - any dyno - as a tuning tool first and foremost. However, for all you dyno queens out there who want to know and keeping in mind my low-budget measurement setup, the crankshaft values for each tune’s very best effort run was:
- Bama HP: 335 hp @ 6450 RPM
- Bama TQ: 298 lb-ft @ 4350 RPM
- Steeda HP: 347 hp @ 6800 RPM
- Steeda TQ: 296 lb-ft @ 4400 RPM
- Delta Peak HP: 12 hp (Steeda is higher, by 3.5% over Bama)
- Delta Peak TQ: 2 lb-ft (Bama is higher, by 1% over Steeda)
FUEL ECONOMY
Since I’ve been driving around with both tunes for a bit now, I think they are about the same in the city, with a ~2 MPG advantage to the Steeda tune on the highway.
Last edited by WindyMustang; 09-13-2014 at 11:20 AM.
09-13-2014, 11:21 AM
#4
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Join Date: Mar 2008
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Posts: 246
So, who won already?
I think the answer to "who makes the best tune" isn't an easy call. It depends on what factors you see as most important, and how you want YOUR Mustang to behave. And in the end, that's the beauty of being able to custom tune your car - no one else has to like it, only you do. 
For me, I think I will continue to work with both of them, and changing tunes is such a simple job even this knucklehead can do it.
You can too, so jump right in!
For me, I think I will continue to work with both of them, and changing tunes is such a simple job even this knucklehead can do it.
You can too, so jump right in!
Last edited by WindyMustang; 09-13-2014 at 11:26 AM.
09-24-2014, 08:33 PM
#9
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Join Date: Mar 2008
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09-25-2014, 03:20 PM
#10
Thanks for the feedback! I'm glad to hear both tunes made similar power and torque. Our race tune definitely has aggressive throttle response! We can back that down a bit if you're not crazy about it. That's the benefit of a custom tune! We can make small tweaks to fit your style of driving the best.
We'd love to datalog with you and make sure everything is spot on. Along with make any beneficial adjustments for you! Can you shoot me a pm with your order number included? I'll have our head tuning specialist give you a call directly. Once we log the car with you there may be room for some improvements!
Feel free to give them a call at any time as well! They're always happy to help. Our Bama Performance tuning specialists are here in the building Monday-Friday from 9AM-5:30PM EST and Saturday 9AM-5:30PM EST. You can hit them up directly at 888.226.9764 and they'll get you squared away!
-Dan
We'd love to datalog with you and make sure everything is spot on. Along with make any beneficial adjustments for you! Can you shoot me a pm with your order number included? I'll have our head tuning specialist give you a call directly. Once we log the car with you there may be room for some improvements!
Feel free to give them a call at any time as well! They're always happy to help. Our Bama Performance tuning specialists are here in the building Monday-Friday from 9AM-5:30PM EST and Saturday 9AM-5:30PM EST. You can hit them up directly at 888.226.9764 and they'll get you squared away!
-Dan