The only way we are going to get a valid 87 vs 91+ comparison is when one person does both. All this comparison is going to show is how the tune helps both extremes of vehicle configuration, which is still very interesting and valuable to people, but that is all it will tell.yes.
Also I'll be posting some data on this within the next day or two, but comparative 2015 stock vs 2015 intake / exhaust.. with intake exhaust it flows so much more.
Stock flow like 135 g/sec
modded flow like 170 g/sec.
Anyways, questions OVT:
Are those flows with stock tune or the base tune?
If the latter did you give them both the same intake and exhaust valve timing adjustments?
If so was it the same timing you ended up with for my car?
Changing subjects for last question: Is there anywhere in the RPM band at any loads and any temps where the baseline spark timing advance you specified in the tables is knock limited based on logs for my car? Said another way, is there any condition where you would have liked to specify more spark timing advance but didn't because knock was showing up in my datalogs?
As discussed via email, I, interested in relaxing the spark advance temp correction tables for hotter IATs, and would like a general idea of where the knock susceptability ended up with my tune. I realize some of the power drain is lower air density at hotter temps, but if I'm losing 4-8 degrees of timing advance flaming hot vs freezing (based on the correction table) that makes a big difference too!