The only Boston area Dyno Tuning Center ! We have the technology and experience.
163 Eastern Avenue
Malden, MA 02148
(781) 324-3530
BostonDyno@aol.com
Malden, MA 02148
(781) 324-3530
BostonDyno@aol.com
Boston Dyno 163 Eastern Avenue Malden, MA 02148 (781) 324-3530 BostonDyno@aol.com
Increasing the valve opening height (lift), by changing the profiles of the camshaft or the lift (lever), ratio of the valve rockers (OHV engines), or cam followers (OHC engines).
Optimising the valve timing to improve burning efficiency - usually this increases power at one range of operating RPM at the expense of reducing it at others. For many applications this compromise is acceptable. Again this is usually achieved by a differently profiled camshaft. See also Four-stroke cycle#Valve Timing, variable valve timing.
Raising the compression ratio, which makes more efficient use of the cylinder pressure developed and leading to more rapid burning of fuel, by using larger compression height pistons or thinner head gasket, or by milling or "shaving" the cylinder head.
Forced Induction; adding a turbocharger or supercharger. The fuel/air mass entering the cylinders is increased by compressing the air first, usually mechanically. Further gains may be realized by cooling compressed (and thus heated) intake air with an air-to-air or air-to-water intercooler.
Using a fuel with higher energy content or by adding an oxidiser such as nitrous oxide.
Reducing losses to friction by machining moving parts to better tolerances than would be acceptable for production, or by replacing parts. A common example of this is, in OHV engines, replacing the production rocker arms with replacements incorporating roller bearings in the roller contacting the valve stem.
Reducing the mass of the "rotating mass," which comprises the crankshaft, connecting rods, and pistons. Doing so can improve throttle response due to lower inertia, as well as reduce overall vehicle weight.
Changing the tuning characteristics electronically, by changing the firmware of the engine management system (EMS). This chip tuning often works because modern engines are designed to give a great deal of raw power, which is then reduced by the engine management system to make the engine operate smoothly over a wider RPM range, with low emissions. By analogy with an operational amplifier, the EMS acts as a feedback loop around an engine with a great deal of open loop gain. Many modern engines are now of this type and amenable to this form of tuning. Naturally many other design parameters are sacrificed in the pursuit of power.
Optimising the valve timing to improve burning efficiency - usually this increases power at one range of operating RPM at the expense of reducing it at others. For many applications this compromise is acceptable. Again this is usually achieved by a differently profiled camshaft. See also Four-stroke cycle#Valve Timing, variable valve timing.
Raising the compression ratio, which makes more efficient use of the cylinder pressure developed and leading to more rapid burning of fuel, by using larger compression height pistons or thinner head gasket, or by milling or "shaving" the cylinder head.
Forced Induction; adding a turbocharger or supercharger. The fuel/air mass entering the cylinders is increased by compressing the air first, usually mechanically. Further gains may be realized by cooling compressed (and thus heated) intake air with an air-to-air or air-to-water intercooler.
Using a fuel with higher energy content or by adding an oxidiser such as nitrous oxide.
Reducing losses to friction by machining moving parts to better tolerances than would be acceptable for production, or by replacing parts. A common example of this is, in OHV engines, replacing the production rocker arms with replacements incorporating roller bearings in the roller contacting the valve stem.
Reducing the mass of the "rotating mass," which comprises the crankshaft, connecting rods, and pistons. Doing so can improve throttle response due to lower inertia, as well as reduce overall vehicle weight.
Changing the tuning characteristics electronically, by changing the firmware of the engine management system (EMS). This chip tuning often works because modern engines are designed to give a great deal of raw power, which is then reduced by the engine management system to make the engine operate smoothly over a wider RPM range, with low emissions. By analogy with an operational amplifier, the EMS acts as a feedback loop around an engine with a great deal of open loop gain. Many modern engines are now of this type and amenable to this form of tuning. Naturally many other design parameters are sacrificed in the pursuit of power.
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