Technical Write-Ups

About These Write-Ups

This is where I share insights from engine calibration. Some are personal reflections on the real-world process of remote tuning, platform integration, diagnostics, and system-level problem-solving in high-performance and motorsport builds. Some are more focused on the technical aspect of the craft.

  • The Overlooked Piece: Filtration

    One of the most common mistakes I see in flex fuel builds is inadequate or missing filtration. It’s surprisingly common to see cars running on E85 with little more than a coarse pre-pump filter. That’s not enough. Ethanol blends are harsher on materials, tend to clean out fuel tanks, and can carry debris that will wreak havoc downstream.

    That’s why I use and recommend a dual-filter approach:

    • A pre-pump filter (around 100µm) to protect the pump from tank debris.

    • A post-pump high-efficiency filter (6–10µm microglass, ethanol-compatible) to protect injectors and ensure clean, stable fuel delivery.

    This isn’t overkill — it’s insurance. Without it, you risk clogged injectors, lean spikes under load, and inconsistent fueling that no amount of calibration can fix.

    Ethanol Demands More: Finer Filtration, More Maintenance

    Ethanol content changes the game. Higher ethanol blends don’t just require proper injector scaling and fuel volume — they require finer filtration and more frequent service intervals.

    Why?

    • Ethanol attracts water. That moisture can cause corrosion and debris.

    • It’s a solvent. Ethanol loosens deposits and varnish from inside the tank and lines.

    • It’s less forgiving. A small restriction or injector imbalance is amplified at high ethanol percentages.

    For serious motorsport use, I recommend inspecting or replacing the post-pump filter every 3–6 months, depending on how hard the car is run. Cutting open old filters often reveals debris that would have otherwise made it to the injectors — and potentially to the combustion chamber.

    Monitoring Fuel Pressure and Health

    Even with the best filtration, things can go wrong. That’s why I insist on datalogging differential fuel pressure (rail vs. MAP) and using ethanol content sensors. When pressure begins to drift under load, or injector duty climbs for the same torque output, it’s an early warning that a filter is loading up or a pump is degrading.

    Bottom Line

    A properly filtered, monitored, and maintained fuel system is non-negotiable for flex fuel and high-performance applications.

  • When I started diving into tuning ECUs in 2016, I thought I had a pretty good idea of what it meant: adjust a few tables, increase power somehow, and make the car drive okay . Ignorantly, I assumed it was just about chasing horsepower. I came to a realization: engine calibration is its own trade — just like being an electrician, a machinist, or a fabricator. It demands a working knowledge of internal combustion engines, electrical systems, software ecosystems, diagnostic workflows, and more! It requires time, repetition, and exposure to hundreds of real-world edge cases — the kind of learning you only get through hands-on experience, not only from education.

    Each platform — Syvecs, MoTeC, Life Racing, EcuTek — comes with its own workflow, quirks, limitations, and diagnostic tools. Each engine, drivetrain and project in general come with their or unique quirks and challenges. I’ve diagnosed ground faults, failing sensors, and improper crank trigger setups all on the same platform.

    This is where the process really becomes valuable. These aren’t things you guess your way through. These are solved with a mehtodical process, understanding and experience.

    Methodical Problem Solving

    When I'm working through an issue — whether it’s idle instability or launch control — I treat it like a testable problem. I form a hypothesis: If I reduce this table by X , the outcome should be y. I think through what the expected result should be. Then I make the change and test it — always with some form of datalogging.

    Sometimes the outcome is what I expected. Sometimes it's not. Either way, I analyze the results, determine why, and adjust. This loop is the core of how I calibrate. I’m not guessing — I’m applying structured logic, backed by experience and validated by data.

    I don’t think of the craft as "tuning" in the casual sense — it’s calibration and science, each requiring testing. Calibration requires precision and repeatability. Science requires a hypothesis and validation. The goal isn’t just to make power — it’s to deliver optimized engine torque, exceptional drivability, and consistent performance under real-world demands.