Hughlysses
05-06-2014, 09:29 AM
Just in case you're thinking about removing the secondary resonator, I thought I'd pass along this "anonymous" post (from someone at EBR) from Badweb:
Guys,
You really need to be aware of the risks "hot-rodding" the EBR 1190RX motor. It is not like starting with an engine making 90HP per liter stock, where mods are easy. This engine comes with 185 crank HP using high CR, sophisticated mapping, and of course it has TC. To that end it is CRITICAL that a precision map be done for any exhaust modifications. For example, if you simply remove the secondary the following happens:
•Spark and fuel are dramatically different everywhere, especially mid-throttle, to the point of being very concerned with engine damage should a customer remove the secondary and continue to use the production calibration. It is kind of the perfect storm, close enough to run sort-of okay, but way too lean and over-advanced so there will be damage.
•Because fuel and spark are dramatically different, the traction control work on the back end of this calibration development to make it work properly is a calibration effort on its own.
We are not trying to discourage tuning, but want people to know that on this engine, it is NOT an easy bolt-on procedure, and the people tuning will need time, expertise and sophisticated tools. Knowing that owners want to take these to the track, EBR will try to get race ECM's out for a few race exhaust options, but we will not have them for many (as it takes weeks on the dyno to get everything right for
each calibration), and it will take time. Obviously the first tunes we will do
will be for race exhaust options that we will have in our catalog.
Guys,
You really need to be aware of the risks "hot-rodding" the EBR 1190RX motor. It is not like starting with an engine making 90HP per liter stock, where mods are easy. This engine comes with 185 crank HP using high CR, sophisticated mapping, and of course it has TC. To that end it is CRITICAL that a precision map be done for any exhaust modifications. For example, if you simply remove the secondary the following happens:
•Spark and fuel are dramatically different everywhere, especially mid-throttle, to the point of being very concerned with engine damage should a customer remove the secondary and continue to use the production calibration. It is kind of the perfect storm, close enough to run sort-of okay, but way too lean and over-advanced so there will be damage.
•Because fuel and spark are dramatically different, the traction control work on the back end of this calibration development to make it work properly is a calibration effort on its own.
We are not trying to discourage tuning, but want people to know that on this engine, it is NOT an easy bolt-on procedure, and the people tuning will need time, expertise and sophisticated tools. Knowing that owners want to take these to the track, EBR will try to get race ECM's out for a few race exhaust options, but we will not have them for many (as it takes weeks on the dyno to get everything right for
each calibration), and it will take time. Obviously the first tunes we will do
will be for race exhaust options that we will have in our catalog.