Engine tuning is an adjustment, modification of the internal combustion engine, or

modification to its control unit, otherwise known as its ECU (Engine Control Unit). It is adjusted to
yield optimal performance, to increase an engine's power output, economy, or durability. These
goals may be mutually exclusive, and an engine may be detuned with respect to output (work) in
exchange for better economy or longer engine life due to lessened stress on engine components.
It has a long history, almost as long as the development of the automobile in general, originating with
the development of early racing cars, and later, with the post-war hot-rod movement. Tuning can
describe a wide variety of adjustments and modifications, from the routine adjustment of
the carburetor and ignition system to significant engine overhauls. At the other end of the scale,
performance tuning of an engine can involve revisiting some of the design decisions taken at quite
an early stage in the development of the engine.
Setting the idle speed, fuel/air mixture, carburetor balance, spark plug and distributor point gaps, and
ignition timing were regular maintenance items for all older engines and the final but essential steps
in setting up a racing engine. On modern engines, equipped with electronic ignition and fuel
injection, some or all of these tasks are automated, although they still require periodic calibration.

Contents
[hide]

 1Engine tune-up
 2Chip tuning
 3Remapping
 4Performance tuning
 5Definitions
o 5.1Overhaul
o 5.2Rebuild
o 5.3Remanufactured
o 5.4Blueprinting
 6History
 7References
 8See also

Engine tune-up[edit]
Main article: Tune-up
A tune-up usually refers to the routine servicing of the engine to meet the manufacturer's
specifications. Tune-ups are needed periodically as according to the manufacturer's
recommendations to ensure an automobile runs as expected. Modern automobiles now typically
require only a small number of tune-ups (relative to older automobiles) over the course of an
approximate 250,000-kilometre (160,000 mi) or a 10-year lifespan, this can be attributed to
improvements in the production process with imperfections and errors reduced by computer
automation and also significant improvement in the quality of consumables such as fully synthetic
engine oil now being available.
Tune-ups may include the following:

 Adjustment of the carburetor idle speed and the air-fuel mixture

Chip tuning[edit]
Main article: Chip tuning
Modern engines are equipped with an engine management system (EMS)/Engine Control Unit
(ECU) which can be modified to different settings, producing different performance levels.
Manufacturers often produce a few engines which are used in a wider range of models and
platforms, and this allows the manufacturers to sell automobiles in various markets with different
regulations without having to spend money developing and designing different engines to fit these
regulations. This also allows for a single engine to be used by several different brands, tuned to suit
their particular buyer's market.

Remapping[edit]
Remapping is the latest and simplest form of first stage Engine Tuning done mostly on turbocharged
vehicles running with modern ECUs. Most of the latest cars run on ECUs mainly supplied by
Bosch/Delphi which has a firmware controlling various parameters for the fuel injection engines to
run. The factory firmware is developed achieving a balance between Fuel consumption, power,
torque, fuel emissions, reliability, service intervals etc. All the factory firmware versions would never
be utilizing the total potential of the engines and would be fairly under tuned to achieve the above
mentioned factors.
Now many manufacturers build one engine and use various firmware's aka maps to achieve different
power levels to differentiate products ( cars ) like the VAG 2.0TDI available in 140PS and 170PS
essentially having similar internals.
This gives users an opportunity to unlock more potential from the engine with few changes in the
factory software.
There are many in performance tuning industry who does this. This is done by reading the factory
firmware from the car by using special tools from OBD port. Some of the main tool suppliers are
CMD, Alientech, Magic Motorsports etc. The tools can be hooked on to the OBD port on any car to
read the factory file. This file is saved on to the computer and various software's are available to
read this specific type of files.
These files are tweaked under various parameters like fuel injection, boost pressure, rail pressure,
fuel pump pressure, ignition timing, raising the speed, rev and torque limiters, water temperature
correction, smoke limiters, EGR deletion etc.
These parameters are tweaked to safe limits which is set from testing and experience by an expert
so that the unlocked performance is generated under safe levels of reliability, fuel consumption and
emissions.
These tweaks can be made in such a way that we can control the fueling and boost at required rpms
thereby achieving the expected results. Accordingly the map maybe customized for a better low end
for city use or a better high end for on track performance, or an overall map giving power all through
out the band in a linear manner.
Once the tweaks are done, the edited file is wrote back on the ECU with the same tools used for
reading. Once that is done the engine is cranked up and tested for performance, smoke levels and
any other glitches. Any fine tuning is done according to the feedback and thereby producing a better
performing and efficient engine.
Once a remap is done, suggestion is to reduce oil change intervals. Oil is a main factor for reliability,
You treat your engine with fully synthetic fresh oil on a decent interval, the engine will run for miles
and miles.
The exhaust gas temperatures would be higher now so dont do WOT runs for a long period of time
and do regular idling before shutting down for the turbo to cool off.

Performance tuning[edit]
Performance tuning focuses on tuning an engine for motorsport, although many such automobiles
never compete but rather are built for show or leisure driving. In this context, the power
output, torque, and responsiveness of the engine are of premium importance, but reliability and fuel
efficiency are also relevant. In races, the engine must be strong enough to withstand the additional
stress placed upon it, and so is often far stronger than any mass-produced design on which it may
be based, and also that the automobile must carry sufficient fuel. In particular,
the transmission, driveshaft and any other load-transmitting powertrain components may need to be
modified in order to withstand the load from the increased power.
In almost all cases, people are interested in increasing the power output of an engine. Many well
tried and tested techniques have been devised to achieve this, but all essentially operate to increase
the rate (and to a lesser extent efficiency) of combustion in a given engine. This is achieved by
putting more air/fuel mixture into the engine, increasing compression ratio (requires higher octane
gas) burning it more rapidly, and getting rid of the waste products more rapidly - this
increases volumetric efficiency. In order to check the amount of the air/fuel mixture, air fuel ratio
meters are often used. The weight of this fuel will affect the overall performance of the automobile,
so fuel economy is a competitive advantage. This also means that the performance tuning of an
engine should take place in the context of the development of the overall automobile.
The specific ways to increase power include:

 Increasing the engine displacement by one or both of two methods: "boring" - increasing the
diameter of the cylinders and pistons, or by "stroking" - using a crankshaft with a greater throw.
 Using larger or multiple carburetors, to create a more controllable air/fuel mixture to burn, and to
get it into the engine more smoothly. In modern engines, fuel injection is more often used, and
may be modified in a similar manner.
 Increasing the size of the poppet valves in the engine, thus decreasing the restriction in the path
of the fuel–air mixture entering, and the exhaust gases leaving the cylinder. Using multiple
valves per cylinder results in the same effect – it is often more difficult to fit several small valves
than to have larger single valves due to the valve gear required. However, it is difficult to find
space for one large valve in the inlet and a large valve on the outlet side. Sometimes a large
exhaust valve and two smaller inlet valves are fitted for improved flow. As the pressure
generated during combustion provides more force to exhaust the waste gases than the force
available to inlet clean charged gas, a larger inlet valve area is needed to provide easier flow.
The two smaller inlet valves' total area is larger than that of the single exhaust valve and thus
provides that easier inlet flow. This is why exhaust valves are typically smaller in area than the
inlet valves.
 Using larger bored, smoother, less contorted inlet manifold and exhaust manifolds. This helps
maintain the velocity of gases. Similarly, the ports in the cylinder head can be enlarged and
smoothed to match. This is termed cylinder head porting, usually with the aid of an air flow
bench for testing and verifying the efficiency of the modifications. Manifolds with sharp turns
force the air–fuel mix to separate at high velocities as fuel is more dense than air.
 The larger bore may extend right through the complete exhaust system, using larger diameter
piping and low back pressure mufflers, and through the intake system, with larger diameter
airboxes and high-flow, high-efficiency air filters. Muffler modifications will change the sound of
the automobile's engine, usually making it louder; for some tuners this is in itself a desirable
effect.
 Increasing the valve opening height (lift), by changing the profiles of the cams on the camshaft,
or the lift (lever) ratio of the valve rockers (overhead valve, or OHV, engines), or cam followers
(overhead cam, or OHC, engines).
 Optimizing 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. This can usually be achieved by fitting a differently profiled camshaft.
See also valve timing, variable valve timing.
 Raising the compression ratio by reducing the size of the combustion chamber, 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 gaskets, or by using a milling
machine or "shaving" the cylinder head. High compression ratios can cause engine knock unless
high octane fuels are used.
 Forced Induction; adding a turbocharger or a supercharger. The air/fuel mix entering the
cylinders is increased by compressing the air. 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 and by adding an oxidizer such as nitrous oxide.
 Using a fuel with better knock suppression characteristics (race fuel, E85, methanol, alcohol) to
increase timing advance
 Reducing losses to friction by machining moving parts to lower tolerances than would be
acceptable for production, or by replacing parts. A common example of this is, in overhead valve
engines, replacing the production rocker arms with replacements incorporating roller bearings in
the roller contacting the valve stem.
 Reducing the "rotating mass", which comprises the crankshaft, connecting rods, pistons,
and flywheel. Doing so can improve throttle response due to lower rotational inertia, as well as
reduce the automobile's overall weight. This may be achieved by using alloy parts instead
of steel. However, a heavy crankshaft can void the need for a flywheel (which is common on V6
engines).
 Changing the tuning characteristics electronically, by changing the firmware of the EMS.
This chip tuning often works because modern engines are designed to produce more power
than required, which is then reduced by the EMS to make the engine operate smoothly over a
wider RPM range, with low emissions. This is called de-tuning and produces long-lasting
engines and the ability to increase power output later for facelift models. Recently emissions
have played a large part in de-tuning, and engines will often be de-tuned to produce a particular
carbon output for tax reasons.
 Lowering the underbonnet temperature, which has the effect of lowering the engine intake
temperature, therefore increasing the power. This is often done by installing a type of thermal
insulation (normally a heatshield, thermal barrier coating or other type of exhaust heat
management) on or around the exhaust manifold. This ensures that more heat is diverted out
and away from the underbonnet area.
 Changing the location of the air intake, moving it away from the exhaust and radiator systems to
decrease intake temperatures. Additionally, the intake can be relocated to areas that
have higher air pressure due to aerodyamic effects, resulting in effects similar to (though less
than) forced induction.
The choice of modification depends greatly on the degree of performance enhancement desired,
budget, and the characteristics of the engine to be modified. Intake, exhaust, and chip upgrades are
usually amongst the first modifications made as they are the cheapest, make reasonably general
improvements, whereas a different camshaft, for instance, requires trading off smoothness at low
engine speeds for improvements at high engine speeds.
Furthermore, tuners may also use analytical tools to help evaluate and predict the effect of
modifications on the performance of the vehicle.

Definitions[edit]
Overhaul[edit]
An overhauled engine is an engine which has been removed, disassembled (torn down), cleaned,
inspected, repaired as necessary and tested using factory service manualapproved procedures. The
procedure generally involves honing, new piston rings, bearings, gaskets, oil seals. When done by a
competent engine builder the engine will perform as new. The engine may be overhauled to 'new
limits' or 'service limits', or a combination of the two using used parts, new original equipment
manufacturer (OEM) parts, or new aftermarket parts. The engine's previous operating history is
maintained and it is returned with zero hours since major overhaul.
Many times aftermarket part manufacturers are the OEM part suppliers to major engine
manufacturers (e.g. Ishino manufactures both the OEM and the aftermarket cylinder head and valve
cover gaskets for the Nissan VG30E. Often the Nissan logo is imprinted on the OEM part while the
OEM suppliers brand will be imprinted on the same exact part when offered aftermarket.)[1]
A top overhaul only covers the replacement of components inside the cylinder head without
removing the engine from the vehicle, such as valve and rocker arm replacement. It may or may not
include a valve job. A major overhaul however covers the whole engine assembly, which requires
the engine to be removed from the vehicle and transferred to an engine stand. An overhauled engine
refers to a major overhaul. By comparison, a major overhaul costs more than a top overhaul.
'New limits' are the factory service manual's approved fits and tolerances that a new engine is
manufactured to. This may be accomplished by using standard or
approved undersizedand oversized tolerances. 'Service limits' are the factory service manual's
allowable wear fits and tolerances that a new limit part may deteriorate to and still be a usable
component. This may also be accomplished using standard and
approved undersized and oversized tolerances.[1]

Rebuild[edit]
A 'rebuilt engine' is an engine that has been overhauled using new and used parts to new limits by
the manufacturer or an entity approved by the manufacturer. The engine's previous operating history
is eradicated and it comes with zero hours total time in service, even though the engine may have
had used components installed that have many hours of previous operating history. Production
rebuilders or marketing material sometimes use the word 'remanufactured' to describe these
engines.[1]

Remanufactured[edit]
Remanufacturing is a term to mean an engine put together to match factory specifications e.g. "as
new". Although often a buyer may take this to mean all-new parts are used, this is not always the
case. At the very least, the cylinder block will be used, as may most other parts. High-quality rebuilds
will often include new pistons and line-boring of the crankshaft and camshaft bores.
Gasoline Engine Parts & Definitions
by Paul Dohrman

Gasoline engines use small, sudden gasoline explosions to drive pistons that the
crankshaft turns into rotary motion. Gasoline engines mix fuel and air before entering
the cylinder, then ignite it by a spark in the cylinder--as opposed to diesel engines,
which inject them at different times and ignite by compression.
Carburetor

The carburetor mixes air and gasoline in the proper proportion before it is injected into
the cylinder as a mist.

Fuel Injector

Fuel injectors, which are electronically controlled valves, have fully replaced carburetors
as the method of mixing gasoline and air. They use an electronic management system,
injecting precise amounts of gas depending on sensor readings of engine speed and
other conditions.

Piston

The ignition of the gasoline in the cylinder pushes a piston outward to crank the
crankshaft. The piston oscillates back and forth within the cylinder.

Spark Plug

The spark plug ignites the gasoline, producing the explosion in the cylinder. Old spark
plugs can impair ignition timing and, therefore, fuel efficiency.

Camshaft

The camshaft is the shaft with varying radii that pushes against the spring-loaded
exhaust and intake valves to the cylinder in order to open them.

Crankshaft
Connecting rods attach the pistons to the crankshaft. The crankshaft, the main rotating
shaft in the engine, converts the linear oscillations of the pistons into rotary motion.