EFI tuning 101 for rotary
 

My Friend Chris Macellaro (who is the master instructor for EFI 101) have asked me if I was interesting in a joint venture creating an EFI tuning class for rotary engine. I told him I would look into it.
Here's my question. What additional topics are you guys interested in learning other than the obvious?

Let me know and I'll try to put it in the curriculum

Squential injector timing, lead and split ignition are good rotary specific things to cover. Might want to hit on MAP sources too. The rotary has strong pulses compaired to pistion engines and you can get a fair amount of shock, so picking your MAP source vac line can be critical for good signals to the barameter sensor. All other parameters are pretty generic to most internal combustion engines like air temp, coolent temp and throttle positions.

~Mike.........

Wow, that's awesome. If this were to take place in the NE it would be great.

Great idea... I would love attend such class, maybe them i'll have enough confident to program my own car.

Please keep us posted, and count me in.

Water and methanol auxiliary injection tuning.
Some sort of focus on exhaust temps too since the temps are different than boingers.

Careful Steve, you may just be reducing your income ;)

A lot of people would like to hear your opinion on the best method to set up a standalone EMS on a non-turbo rotary engine fitted with individual throttle bodies.

keep them coming. I think I can incorporate in the class

port timing, overlap and how they react on N/A as well as turbo. Maybe cover the three standards, street, bridge, PP

this is awsome. is there going to be different levels. beginners/ advanced?

I second this.

-Alex

i wouldn't mind knowing specifics on turbo rotaries with individual throttle bodies..

how things change as you add more overlap with more extreme porting styles..

how to size ports and timing to suite a certain powerband..

as mentioned before, AUX injection tuning..

I would like to know how to use knock sensors and EGT sensors to my advantage with a rotary..

.........EVERYTHING!!!!! even the obvious.

Beeing located in Norway, im guessing i wont be attending any classes, but what i find beeing the most important when we tune our engines over here, is how to hear knock. A guide to where a sensor should be placed would be especially helpful..

We tuned my 12A Turbo, and placed the sensor on top of the rear rotor housing. No problem hearing knock at all. The same location on a stock 13B TII engine, couldnt hear a thing clearly...

I agree with mortenf: it would be very nice to know when to stop in order to avoid damaging components. From what I gather, most EFI101 courses teach the concept of minimum ignition timing for best torque output, does that apply to rotary engines in the same way as piston engines? I've heard some tuners claim this concept doesn't apply to every vehicle: that some piston engines are knock limited and will detonate before the torque output plateaus and drops off, especially turbocharged vehicles. In this case, these tuners suggest keeping a very close eye on the knock sensor output.


Some people have claimed that experienced rotary tuners can hear a change in engine note which means the tune is approaching a dangerous situation, if this is true it would be very nice to convey this during the class somehow.


It would be nice to hear your opinion on what sensors may be helpful to install and monitor: AFR, EGT, exhaust manifold pressure, pressure and/or temperature before the intercooler, turbine speed, oil temperature, etc...


I'd be interested to know more about fuel injector timing/phasing, I suspect this could be more important for rotaries than piston engines since there aren't valves to prevent fuel from going into the intake ports when this may not be desirable.


Will you update this post when more info becomes available or should we check your website for updates?

Thanks,
-s-

Now this is a class I most definetly would want to attend. I'm currenlty tunning the no load portions of my ITB NA 20b. I'm starting to get a feel for what I'm doing but it would also be nice to get instruction as well. I've gotten this far purely off of internet research.

Everything!

Just to clarify Chris is no longer employed by EFI 101.
It's not right to use someone else's name to advance yourself.

lots of good suggestions here but I'll have narrow down to what's more important to the general audience and also bring it down to the level where everyone understands. You have to remember that this will most likely be a 1.5 day class so too much material may not be a good thing. I don't think everyone wants to calculate mathematically formulas for the entire class either (which this will turn into on some of the topics discussed)

Yes, it's true that Chris no longer work for EFI 101. Chris did work for them till the middle of this year and was the sole instructor for EFI101.com. His new company name is www.efituningtech.com for those who may want to learn more about his future classes in your area. Not exactly sure why you think I'm using his name to advance myself? his company is based in DFW and he came to my shop and asked me on this. I'm not sure if I'm committed to this yet since there's alot of involvement on my part to make this right in order to present the material properly and true.

Not exactly an easy task if you know what i mean.

lol EFI 101.

Pluto I wasn't speaking about you...

I think ignition timing is the one thing that is hard to find information on. Everything you need to tune fuel maps is available if you research a bit, but I think most beginning tuners just rely on someone else's ignition maps.

No harm, No Foul... I wasn't sure if you were talking about me or Chris. But you are correct, he no longer work for EFI University

Timing and a/f are inverse relationship with each other. Too many people rely on looking for a certain number to aim for because everyone is shooting for a certain number but it comes down to the dynamic compression, chamber pressure and octane level. These will be discussed in the class for sure.

PLUTO,, I taught engines for 5yrs at a community college in Daytona FL.

i was a little worried at first, so at the begining of each session, i would have question and answer talk, get ideas from class, then go back and forth, till you find out what they are interested in.

it also loosened up conversation with them, relaxed things a bit,, talk a little race trash,goes a long way.

then get down to what will be learned.

i have talked with you ,, you will be great. I might even attend,donno