Hello all. The most common questrion I get from GTO owners is "what about the CAI, will it help?" The answer is YES when tuned. I would like to clear this up. The GTO's spark timing curve is based upon load from the MAF. The Stk timing curve is weak as is and it gets lower as load is increased @ WOT.
Eg: Stk intake 23 deg @ .6 gms/cyl 4400RPM and aftermarket intake 21 deg @ .7gms/cyl 4400rpm. This 2 deg loss would negate or lose power over the stk curve.
The fact of the matter is that the CAI will undoubtedly increase efficiency and POTENTIAL POWER. The problem is that the timing curve is setup to decrease timing as the load from the MAF increases @ WOT. This is a typical approach to how a timing curve should be setup but it is VERY conservative. When Tuned we setup up the timing curve to not decay nearly as much as stk and run much more timing without detonation. IF you are going to get tuned then get the CAI. Even if you are stk there is much power left on the table in the stk configuration. Tuning should always benefit the car, the more its modded however the more potential gain.
Typically, when tuning, the more the exh is opened and less backpressure the more spk timing one can run and make more power. If the intake side is increased significantly the less timing is needed.
The Intake air temp vs Timing retard is one thing that you guys with stk programming feel every time you start the car and drive away. When it's cold the car will make much more power and as it heats up it will lose a significant amount of power, upwards of 30RWHP. The design of the shroud venting heat upon the IAT sensor or MAF is not helping keep intake air temps down. I like to put a lot of timing back into this table and make the car much more consistently powerful. It will average more power all the time well after it is hot.
I hope this helps and God Bless.
Jeremy Formato
Eg: Stk intake 23 deg @ .6 gms/cyl 4400RPM and aftermarket intake 21 deg @ .7gms/cyl 4400rpm. This 2 deg loss would negate or lose power over the stk curve.
The fact of the matter is that the CAI will undoubtedly increase efficiency and POTENTIAL POWER. The problem is that the timing curve is setup to decrease timing as the load from the MAF increases @ WOT. This is a typical approach to how a timing curve should be setup but it is VERY conservative. When Tuned we setup up the timing curve to not decay nearly as much as stk and run much more timing without detonation. IF you are going to get tuned then get the CAI. Even if you are stk there is much power left on the table in the stk configuration. Tuning should always benefit the car, the more its modded however the more potential gain.
Typically, when tuning, the more the exh is opened and less backpressure the more spk timing one can run and make more power. If the intake side is increased significantly the less timing is needed.
The Intake air temp vs Timing retard is one thing that you guys with stk programming feel every time you start the car and drive away. When it's cold the car will make much more power and as it heats up it will lose a significant amount of power, upwards of 30RWHP. The design of the shroud venting heat upon the IAT sensor or MAF is not helping keep intake air temps down. I like to put a lot of timing back into this table and make the car much more consistently powerful. It will average more power all the time well after it is hot.
I hope this helps and God Bless.
Jeremy Formato
