Tuner Biographys

Tuner Bio: Steve 

Founding E-tunez was an opportunity to transform a passion for mechanical and electrical engineering into a harmonius relationship, a synergy inside the ECU. While I am an enthusiast as well, I do not take tuning lightly, I am a very methodical and systematic based engine tuner. I prefer focusing on just a few tunes at time and making sure they are perfect. I move ahead in steps, all of the actual changes I make to a map are logged in detail in both my maps and on the site account profiles as well as general comments about what the users should expect from different revisions. I do this so changes can be easily catagorized and referenced. I like to create solid baseline and starting point and then take the strengths of a vehicle and methodically build on them. Those who know me, know my personal moto has always been quality over quantity, I take the qualities of a project, and build on them meticously.

If a vehicle is hyper fuel efficient I like to build on that in the part throttle columns, rather then just focus on turning it into a power hound at WOT, if a vehicle makes loads of power under boost, I like to focus in and build on that rather then try to hypermile it, and in the case of the K series engines, they make great power NA, and have a good mix of economy and power and I like to build on that in both aspects.

My tunes tend to progress carefully, one revision per day (unless otherwise requested), making small changes and paying attention to detail and looking for results of the previous changes in the current revisions to confirm operability. My datalog analysis and explanations tend to use screenshots to show what is going on. I like to dial a tune in bit by bit, slowly reducing knock retard until the tune is just on threshold, with no retard under light knock volume and still retarding under unusually high knock volume and then I adjust the ignition maps to reflect this. I use the same technique for fuel tuning, small adjustments, tuning Lambda tables for ideal OL/CL transition and targets and then adjusting the Volumetric Efficiency tables to reflect. I have experience with nearly all the currently available cam sets on the K series engines, forced induction K series, Turbo R18's and the F series Honda engines. While I enjoy spending time at AutoX and Track days, I also really enjoy hypermiling the Honda engines at part throttle and extracting WOT performance in the "no vacuum" or WOT columns., which is very possible due to their excellent build quality. I have written many "economy maps" for users over the years, these involve keeping relatively normal AFR's (within .2-.3 of stock) but adjusting cam angles, ignition, setting closed loop windows to form economy bands from ~2000-3500 RPM. My current setup on my 2008 Civic Si FA5 is a NA K20 with a IPS K2 built head (supertech) with a custom port and polish, and a matched 68mm overbored throttle body and of course all the supporting mods with a self designed intake and exhaust, and a custom Kid Racing Header with a HFC and Flex Pipe, and various rotational mass upgrades throughout.

I like the peace of mind of a job well done and do all of my upgrades myself. On my personal car I try to keep the exterior as stock looking as possible (aside from the Motoegi Traklites and 235 Dunlop's) to avoid attracting attention, and I enjoy the look of surprise when I open up the throttle. My exhaust is free flowing yet quiet with custom resonated twin tips, and free flow baffeling through out the system and still uses a DOT compliant High Flow Cat. My setup puts out between 240WHP(30C) to 272WHP(-30C) from summer to winter on the Edyno when ran on level ground.

I live up North so I tend to see very cold temperatures. Actually my FA5 was not only the first to run a custom flash in Canada, but it was the first FA5 to see -40 degree temperatures as after custom ordering and taking early possession I made the trip back to home to then Thompson Manitoba, where it was already -40 degrees, in November. I am familiar with tuning in temperature extremes from -40C/F to +40C/105F.

My background as a tuner started in the late 90's with "DSM Link" and DSM turbo tuning, progressing into tuning via SAFC/VAFC then onto standalone platforms like Mega Squirt and ECU Live and eventually to the FlashPro and the Cobb AccessPORT. Over the last 13 years I have owned over 60 vehicles and worked with nearly every factory available forced induction platform available (Toyota, Nissan, GM, Hyundai, Mazda, Subaru, Mitsubushi etc) from the 80's to current vehicles and even a few factory turbo motorcycles like the Honda CX series and Yamaha Seca Turbo series in the early 80's.

I enjoy tuning Honda engines as in most cases the same power or sometimes more can be made without the need for forced induction and the complexity and engine stresses it brings. Of course turbo charging a Honda engine really opens up some serious power and on some engines (like the D16 or the R18) no amount of NA tuning comes close to a good turbo tune. Turboing these engines can be alot of fun, and while I have tuned quite a few R18 turbos, I am currently working on an Integra AWD D16 Turbo. Thats right factory AWD!   Having a solid understanding of the Honda engines, I am currently expanding my knowledge base taking up personal studies in this field and also I am now starting to tune turbo diesel engines as well. Now that I have 3 growing children, even my FA5 is growing a little tight. My "family vehicle" is a JDM Import Mitsubishi Delica with a 2800 Intercooled Turbo 4M40 diesel engine. I view myself as an enthusiast and time spent tuning is an opportunity to enjoy my hobby. My formal education is in the Electronic Engineering field.

Email: Tuning@e-tunez.com
Skype: E-tunez.com
Phone: Emergency contact (feel free to txt anytime) listed under Contact Us.

Tuner Bio: Vit

First and foremost I am an enthusiast, just like all of our customers. I like to treat all of my customers as old friends. We all have our reasons for modding our cars, but I think the biggest reason is it's absolutely fun. I like the tuning process to be part of that fun. When someone comes back and says "Wow my car is absolutely transformed", it's a matter of pride, because the tune isn't just a tune, it's part of my contribution to that ride.  

With that in mind I treat every tune as if I was tuning my car and it was a personal work of art. I've been routinely known to ask for that one extra datalog because I want to add that one last bit of touch up to the calibration, even after the driver of the car feels it's running great. I'm not happy until the car is perfect in every way -- full throttle, part throttle, the works. I want the car to drive as if it's stock when you're cruising, but much more powerful when you put your foot down. I aim for consistency -- the car needs to run well in all weather conditions. I apply compensations to keep the tune in line and tweak my calibrations any time one of my customers wants a "check up" and the vehicles modifications haven't changed.

I like to work at whatever pace my customer likes to set -- whether it be one datalog a day, a couple datalogs a week, or several datalogs a day! I am very active in the 8th gen community. I can be found online at almost all hours of the day (and night), and am available via various instant messaging services, on top of the regular email communication. Sometimes we just need our questions answered ASAP, and I like to be available to help. Feel free to get in touch with me via IM at any time, I will include my contact info at the end of this bio. I also frequently tune on the weekends!

I enjoy having conversations with fellow enthusiasts about various aspects of the cars we own and love. I can frequently be found in the http://flashprotuning.com chat room, whether answering questions, or just chatting it up. I've also posted several of my base calibrations, free of charge, for people to get their cars started in the Calibrations section of that site. Now how many tuners do you see doing that?

I have tuned a wide variety of K series setups. If it's turbo, N/A (bolt ons, cams, you name it) or supercharged, I've tuned it! My most recent tunes include a built DC5 K20a with a Peakboost GT35r turbo setup and a build 8th Si with a built K20/K24 hybrid motor with an SC6262 turbo. Stock block tunes include several recent supercharged and N/A tunes, as well as a couple Greddy turbo setups (one on a K20Z3, one on a K24a2) and a Full-Race GT3076r setup that makes over 360whp on 8psi.  This knowledge doesn't stop there, it also goes into R18's and F series motors, N/A or F/I.

Since I am myself an 8th gen enthusiast, I own an 08 Honda Civic Si FG2. I feel like this car has been around the block -- it's morphed from a stock vehicle, to full bolt ons with 230whp, to supercharged with over 300whp and now it's in the process of getting a built K21 installed with a BorgWarner EFR 8374 turbocharger with the help of my friends at GO Power Motorsports. Crazy power in store once the turbo build is done!

My tuning experience began about 8 years ago when I got my hands on a 2000 Ford ZX2. Not much to brag about, and I knew it. So I got a turbo setup graced by a T3-T04e 57 trim turbo, and SCT's fablous tuning software. It was making somewhere around 230-240whp on 10psi, which was a step up for a car that made 106whp stock. I tuned several turbo ZX2's back then, and even today my tunes are high sought after in that community. Since then I've owned an 07 Supercharged Scion tC, 2007 Nissan 350Z and 2008 VW GTI (Stage 2+). I settled on my 08 Si as the K20 is an absolutely awesome platform to build on. Beautiful chassis and an even more magnificent engine. KPro is a superb tuning solution for the early K20's (and the other supported vehicles), and FlashPro builds on top of Hondata's success, bringing a much more refined product with an excellent user interface for us to work with.

My IM contact info:

GChat: vitviper@gmail.com
AIM: vitviper
MSN: vitviper@hotmail.com

Tuner Bio: Rulo

(Coming soon) 

Tuner Bio: Dan

(Coming soon)