[mr_kay]

So is this comparable to PTF BootMod3? Also, please PM me pricing.

[VF-Engineering]

Originally Posted by mr_kay

So is this comparable to PTF BootMod3? Also, please PM me pricing.

It's comparable in the fact that BM3 and HEX Tuning are both Flash Tuning options, but our primary focus is in fully engineered and validated, turn key software solutions, based on popular hardware combinations and common fueling options.

HEX Tuning customers are typically looking for impressive power gains on unleaded pump fuel, with OEM like drivability and reliability; without the need for customization/datalogging/code clearing/etc...

We do offer multiple Stage Level software options for each application with easy/user friendly MAP switching via OBDII. You can update/upgrade/and flash between stock and performance mode at will. Set it and forget it. Drive and enjoy.

[BryanF30]

What hardware is required fore stage 2? Also, how does the stock clutch hold up under these power levels? Thanks

[VF-Engineering]

Originally Posted by wakeofdeath

Do you also have the Charts in SAE or STD ?
+1 if you can post those CF too.

Should reference at least those examples in SAE/STD/Uncorrected and why they differ and why you use Uncorrected.

Most fanboys here only know about Tuning from what n54tech/jb4 says, so they go with the STD charts.

I'll go ahead and post the SAE and STD Correction below (for Stage ONE) for
the sake of conversation.

As you can see from the results above, correction factor may change the "peak"
values, but the delta remains nearly the same for all three runs.

UNCORRECTED: 24HP / 67TQ
SAE Correction: 24HP / 65TQ
STD Correction: 24HP / 67TQ

What we are trying to do as a company is get people to start focusing on the
"delta" between before & after runs, rather than "peak numbers" from a single
run example; as well as "Max Gains" and "Area Under the Curve" instead
of "peak gains". Dyno plots are meant to tell a story more so than just make
an exclamatory statement.

Additionally, correction factor is often times used incorrectly or out of context
as it's primarily meant to create uniformity when the same car is measured for
power on different days with different conditions. Modern ECU's adapt for
changes in ambient temperature and barometric pressure, so where correction
factor will create uniformity for the same car, on the same dyno, on two very
different days - it's misleading to assume that dyno results with correction factor
applied will equalize two different cars, on different dynos, on different days,
under different conditions.



As a general rule of thumb, dyno results on a day which is warmer than SAE (77°F)
or STD (60°F) will result in correction factor increasing the values for HP and TQ,
while dynoing on a day that is cooler than the established conditions for SAE and
STD will result in correction factor that decrease the values for HP and TQ.

On that same note, STD correction is uniformly higher than SAE by an average
of 4%, which is why it remains a favorite by tuners and consumers alike.

The purpose in our uniformity in always posting Uncorrected numbers is to
eliminate the debate about when/where/why/how correction factors are used to
ones advantage.

Originally Posted by wakeofdeath

Have tested any on 93 ?

As a California company we test and tune on 91 Octane for our "pump fuel"
Stage Levels, and we use Sunoco SS100 for our "race fuel" Stage Levels. While
it's widely known that CA 91 Octane is a lower quality fuel grade than in most
other parts of the country, we calibrate in a way that still allows for the ECU to
take advantage of the same adaptations strategies as OEM.

Originally Posted by wakeofdeath

321/374 is stg1 & 356/413 is stg2 ?

The 321HP/374TQ dyno plot does represent our Stage ONE,
and the 356HP/413TQ does represent our Stage TWO.

More importantly it demonstrates the 24HP / 67TQ gains for Stage ONE, and
60HP / 105TQ or Stage TWO - at the wheels, which are well in line with our
advertised claims for each power level.

Originally Posted by wakeofdeath

Do they have FMIC or stock IC ? if not do you have a car with Stg2 + fmic ?

Both advertised power levels are with stock intercooler.

We do offer a "high output" Stage ONE and Stage TWO file for cars with
upgraded FMIC and/or use with 100 Octane or higher "race fuel".

"High Output" dyno plots will be released soon!

[VF-Engineering]

Originally Posted by BryanF30

What hardware is required fore stage 2? Also, how does the stock clutch hold up under these power levels? Thanks

Stage TWO is advertised as "Off Road / Non-Highway" Use Only, and is
calibrated specifically for vehicles with aftermarket downpipes & exhaust.

In all of our testing the stock clutch has held up well to our increased
torque levels.

[BryanF30]

Originally Posted by VF-Engineering

Stage TWO is advertised as "Off Road / Non-Highway" Use Only, and is
calibrated specifically for vehicles with aftermarket downpipes & exhaust.

In all of our testing the stock clutch has held up well to our increased
torque levels.

Thanks. Will there be a cel with this tune for the DP?

[VF-Engineering]

Originally Posted by BryanF30

Thanks. Will there be a cel with this tune for the DP?

For vehicles used off-road, the Stage TWO will address the CEL.

[sicmadek]

Originally Posted by VF-Engineering

I'll go ahead and post the SAE and STD Correction below (for Stage ONE) for
the sake of conversation.

As you can see from the results above, correction factor may change the "peak"
values, but the delta remains nearly the same for all three runs.

UNCORRECTED: 24HP / 67TQ
SAE Correction: 24HP / 65TQ
STD Correction: 24HP / 67TQ

What we are trying to do as a company is get people to start focusing on the
"delta" between before & after runs, rather than "peak numbers" from a single
run example; as well as "Max Gains" and "Area Under the Curve" instead
of "peak gains". Dyno plots are meant to tell a story more so than just make
an exclamatory statement.

Additionally, correction factor is often times used incorrectly or out of context
as it's primarily meant to create uniformity when the same car is measured for
power on different days with different conditions. Modern ECU's adapt for
changes in ambient temperature and barometric pressure, so where correction
factor will create uniformity for the same car, on the same dyno, on two very
different days - it's misleading to assume that dyno results with correction factor
applied will equalize two different cars, on different dynos, on different days,
under different conditions.



As a general rule of thumb, dyno results on a day which is warmer than SAE (77°F)
or STD (60°F) will result in correction factor increasing the values for HP and TQ,
while dynoing on a day that is cooler than the established conditions for SAE and
STD will result in correction factor that decrease the values for HP and TQ.

On that same note, STD correction is uniformly higher than SAE by an average
of 4%, which is why it remains a favorite by tuners and consumers alike.

The purpose in our uniformity in always posting Uncorrected numbers is to
eliminate the debate about when/where/why/how correction factors are used to
ones advantage.

As a California company we test and tune on 91 Octane for our "pump fuel"
Stage Levels, and we use Sunoco SS100 for our "race fuel" Stage Levels. While
it's widely known that CA 91 Octane is a lower quality fuel grade than in most
other parts of the country, we calibrate in a way that still allows for the ECU to
take advantage of the same adaptations strategies as OEM.

The 321HP/374TQ dyno plot does represent our Stage ONE,
and the 356HP/413TQ does represent our Stage TWO.

More importantly it demonstrates the 24HP / 67TQ gains for Stage ONE, and
60HP / 105TQ or Stage TWO - at the wheels, which are well in line with our
advertised claims for each power level.

Both advertised power levels are with stock intercooler.

We do offer a "high output" Stage ONE and Stage TWO file for cars with
upgraded FMIC and/or use with 100 Octane or higher "race fuel".

"High Output" dyno plots will be released soon!

how much for each additional map? bm3 is already cheaper initially and ptf charges $50 per additional map.

[VF-Engineering]

Originally Posted by sicmadek

how much for each additional map? bm3 is already cheaper initially and ptf charges $50 per additional map.

Additional MAPs are $50-100 dollars, and will vary based on whether it's an upgrade from
a lower Stage Level, or an accessory file for your current Stage Level.

IE:

Upgrading from Stage ONE to Stage TWO will be the difference in retail price ($100).

Adding a "high output" or "race fuel" file for your current Stage Level will be $50.

[sicmadek]

Originally Posted by VF-Engineering

Additional MAPs are $50-100 dollars, and will vary based on whether it's an upgrade from
a lower Stage Level, or an accessory file for your current Stage Level.

IE:

Upgrading from Stage ONE to Stage TWO will be the difference in retail price ($100).

Adding a "high output" or "race fuel" file for your current Stage Level will be $50.

anyway to see a dyno plot of your stage 2 vs jb4 map 2 on the same vehicle with same fuel? i would think most people on here have a jb4. i know the drivability will be different but i would like to see the power curve of both at the same boost level.

[VF-Engineering]

Originally Posted by sicmadek

anyway to see a dyno plot of your stage 2 vs jb4 map 2 on the same vehicle with same fuel? i would think most people on here have a jb4. i know the drivability will be different but i would like to see the power curve of both at the same boost level.

We typically don't post comparison plots against other manufactures as we just
don't think that's good business.

It also tends to be more credible when posted by a consumer (via independent
testing) rather than by a manufacturer who may or may not have skin in the game.

That being said, we feel there's more to the Features & Benefits / Pros vs. Cons
between piggy-back devices and a proper flash tune than just power delivery.

You mentioned drivability yourself already, and there's many more that are even
more subjective than that.

[VF-Engineering]

UPDATE

Additional Dyno Plots added to "POST #2". (click link to jump)

We just had the chance to add two new customer plots, one for
Stage ONE and one for Stage TWO. The new dyno plots are shown
with Peak Gains as well as MAX Gains for each specific vehicle.

A handful of you have been asking for "Mustang Numbers" so we also
went ahead and added a Stage ONE dyno plot from a testing session
on the Mustang AWD-500-SE.

[sicmadek]

Originally Posted by VF-Engineering

UPDATE

Additional Dyno Plots added to "POST #2". (click link to jump)

We just had the chance to add two new customer plots, one for
Stage ONE and one for Stage TWO. The new dyno plots are shown
with Peak Gains as well as MAX Gains for each specific vehicle.

A handful of you have been asking for "Mustang Numbers" so we also
went ahead and added a Stage ONE dyno plot from a testing session
on the Mustang AWD-500-SE.

Impressive for 91 oct and downpipe

[Jadar]

Originally Posted by VF-Engineering

It's comparable in the fact that BM3 and HEX Tuning are both Flash Tuning options, but our primary focus is in fully engineered and validated, turn key software solutions, based on popular hardware combinations and common fueling options.

HEX Tuning customers are typically looking for impressive power gains on unleaded pump fuel, with OEM like drivability and reliability; without the need for customization/datalogging/code clearing/etc...

We do offer multiple Stage Level software options for each application with easy/user friendly MAP switching via OBDII. You can update/upgrade/and flash between stock and performance mode at will. Set it and forget it. Drive and enjoy.

Have you guys worked with or tuned a PS1 car? Any results?

[VF-Engineering]

Originally Posted by Dejan_

Have you guys worked with or tuned a PS1 car? Any results?

No aftermket turbo testing yet.
As soon as our development schedule clears up we'll be looking for
a couple local test cars and will devote a fair amount of time to it.

[VF-Engineering]

Got BURBLE?

[sicmadek]

Originally Posted by VF-Engineering

Got BURBLE?

I want burble in all modes!!

[VF-Engineering]

Originally Posted by sicmadek

I want burble in all modes!!

Our customers love it, and it seems to be quite addictive as well!

It would actually be much easier to keep the same throttle overrun
sequence across all three drive modes, but we intentionally (and
by most customers preference) allow for it to be turned off by
clicking into ECO/Efficient Mode so that there is an easy "on the fly"
method for quieting the car when necessary.

I'm sure we can all imagine the scenarios for when this feature will
be a benefit, and because it doesn't have any effect on power, we
feel that having 3 options at your fingertips is better than none.

[GTBrandon]

Originally Posted by VF-Engineering

Our customers love it, and it seems to be quite addictive as well!

It would actually be much easier to keep the same throttle overrun
sequence across all three drive modes, but we intentionally (and
by most customers preference) allow for it to be turned off by
clicking into ECO/Efficient Mode so that there is an easy "on the fly"
method for quieting the car when necessary.

I'm sure we can all imagine the scenarios for when this feature will
be a benefit, and because it doesn't have any effect on power, we
feel that having 3 options at your fingertips is better than none.

If I'm not mistaken, eco-pro mode does affect throttle response as well as overall power delivery. Are you saying that with your tune, all three modes become the same other than an exhaust note??

[VF-Engineering]

Originally Posted by GTBrandon

If I'm not mistaken, eco-pro mode does affect throttle response as well as overall power delivery. Are you saying that with your tune, all three modes become the same other than an exhaust note??

I was stating that the "throttle overrun" feature doesn't have any effect on power,...
essentially meaning that making it "burble" in all three drive modes, versus
Aggressive Burble (Sport Plus) / Mild Burble (Sport) / No Burble (ECO), will make no
difference in the HEX Tuned power delivery.

A HEX Tuned vehicle in ECO Mode, will still function as an "ECO Mode" as
Relative to Sport and Sport Plus. This allows for a drive mode that is still more
exciting to drive, while also being quiet for those times when you need to fly under
the radar, so to speak.

[GTBrandon]

Originally Posted by VF-Engineering

I was stating that the "throttle overrun" feature doesn't have any effect on power,...
essentially meaning that making it "burble" in all three drive modes, versus
Aggressive Burble (Sport Plus) / Mild Burble (Sport) / No Burble (ECO), will make no
difference in the HEX Tuned power delivery.

A HEX Tuned vehicle in ECO Mode, will still function as an "ECO Mode" as
Relative to Sport and Sport Plus. This allows for a drive mode that is still more
exciting to drive, while also being quiet for those times when you need to fly under
the radar, so to speak.

Thank you for the clarification!

[wakeofdeath]

So the tuning is done on Mustang "load-bearing" first and then taken to Dynojet (next to it) for Comparison of runs and (Standard) Dyno numbers?