cobb speed density
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cobb speed density
Finally can talk about this.
COBB just went public with their great speed density set for Subaru. Its a great low cost set up. And now we Subaru owners don't need to go expensive aftermarket ecu.
COBB Tuning Blog » COBB AccessTUNER Supports Speed Density on 2.5L Turbocharged Subaru Vehicles
COBB just went public with their great speed density set for Subaru. Its a great low cost set up. And now we Subaru owners don't need to go expensive aftermarket ecu.
COBB Tuning Blog » COBB AccessTUNER Supports Speed Density on 2.5L Turbocharged Subaru Vehicles
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Sounds like the biggest benefits for this is post-stage-3?
Finally can talk about this.
COBB just went public with their great speed density set for Subaru. Its a great low cost set up. And now we Subaru owners don't need to go expensive aftermarket ecu.
COBB Tuning Blog » COBB AccessTUNER Supports Speed Density on 2.5L Turbocharged Subaru Vehicles
COBB just went public with their great speed density set for Subaru. Its a great low cost set up. And now we Subaru owners don't need to go expensive aftermarket ecu.
COBB Tuning Blog » COBB AccessTUNER Supports Speed Density on 2.5L Turbocharged Subaru Vehicles
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For the record, I'm not a huge fan of Speed Density systems in street cars.
GM switched over to Speed Density in the early 90's and quickly switched back to MAF based systems.
Instead of using a MAF to measure airflow in real time SD uses uses the MAP sensor and a predrawn table of values to determine A/F and timing curves.
It's ok for wide open throttle situations, but for daily driving MAF systems are more adaptable.
Yeah, a MAF sensor can be a restriction, but if the 600+HP ZR1 can run one (albeit a larger one), so can we.
GM switched over to Speed Density in the early 90's and quickly switched back to MAF based systems.
Instead of using a MAF to measure airflow in real time SD uses uses the MAP sensor and a predrawn table of values to determine A/F and timing curves.
It's ok for wide open throttle situations, but for daily driving MAF systems are more adaptable.
Yeah, a MAF sensor can be a restriction, but if the 600+HP ZR1 can run one (albeit a larger one), so can we.
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From: 2006 Zero/sports Widebody
Car Info: 500+ whp Club
For the record, I'm not a huge fan of Speed Density systems in street cars.
GM switched over to Speed Density in the early 90's and quickly switched back to MAF based systems.
Instead of using a MAF to measure airflow in real time SD uses uses the MAP sensor and a predrawn table of values to determine A/F and timing curves.
It's ok for wide open throttle situations, but for daily driving MAF systems are more adaptable.
Yeah, a MAF sensor can be a restriction, but if the 600+HP ZR1 can run one (albeit a larger one), so can we.
GM switched over to Speed Density in the early 90's and quickly switched back to MAF based systems.
Instead of using a MAF to measure airflow in real time SD uses uses the MAP sensor and a predrawn table of values to determine A/F and timing curves.
It's ok for wide open throttle situations, but for daily driving MAF systems are more adaptable.
Yeah, a MAF sensor can be a restriction, but if the 600+HP ZR1 can run one (albeit a larger one), so can we.
Last edited by old.guy; Jan 16, 2012 at 05:27 PM.
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I've been playing around with their beta for a while now. It's the best speed density implementation I've ever seen. What most people don't realize is that most standalone ECU's out there are not try speed density systems.
-- Ed
-- Ed
For the record, I'm not a huge fan of Speed Density systems in street cars.
GM switched over to Speed Density in the early 90's and quickly switched back to MAF based systems.
Instead of using a MAF to measure airflow in real time SD uses uses the MAP sensor and a predrawn table of values to determine A/F and timing curves.
It's ok for wide open throttle situations, but for daily driving MAF systems are more adaptable.
Yeah, a MAF sensor can be a restriction, but if the 600+HP ZR1 can run one (albeit a larger one), so can we.
GM switched over to Speed Density in the early 90's and quickly switched back to MAF based systems.
Instead of using a MAF to measure airflow in real time SD uses uses the MAP sensor and a predrawn table of values to determine A/F and timing curves.
It's ok for wide open throttle situations, but for daily driving MAF systems are more adaptable.
Yeah, a MAF sensor can be a restriction, but if the 600+HP ZR1 can run one (albeit a larger one), so can we.
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My real expertise is with american cars (Corvettes)... they use the MAF for everything but WOT than use the MAP to do set table values for A/F
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I've been tuning C5 and C6 corvettes for a little while now. Normally they do use the MAF at WOT. They also have SD options, however, for bigger FI setups.
-- Ed
-- Ed
Is this something that those who are at a stage 2 or 2.5 or 3 (whatever stage someone wants to call when doing a TBE, Header, Uppipe, CAI (not a short ram), Turbo inlet. The "bolt-ons") will benefit from?
