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Need help tuning in the Nick Williams 103 boosted ...I’ll start off by logging the idle airflow parameters...
Im actually becoming a little scared behind the wheel after this upgrade with no adjustments and wtf it just seems a little bouncy at idle but it’s been seemingly clearing upon driving so I’ll do that 1st then make adjustments well contact the guys and find a space for rent to really let it out safely....
And of course I stripped out the bolt on the same exact side as I did with the adapter plate another day of hell getting that out and those speed outs don’t work worth jack .....it had to literally drill out the bolts tip and after it broke off spun right out clean ...20 bucks I’ll be getting back in the a.m ....took all day but it’s finally working after months of sitting there collecting dust ...
u moving up to c6 or c7?? Or r u just done with the c5?? Personally i would not buy a car that the feds r listening in on.
Last edited by helga203; Sep 21, 2020 at 09:01 AM.
Tuners got back to me today it’s about 100 bucks to make some changes and say it quite normal for the
NW 103 to do that at idle so that’s a good deal maybe they’ll tune in the intake /e85 etc as well...Anyone ever seen 1 of their videos with that red race truck dam that thing just bad to the bone rips lays tire no brakes just hammering down lol ...oh it’s gonna be hell on wheels after this tune in ...I can feel it already with no adjustments...
Last edited by Speedy007; Sep 21, 2020 at 01:50 PM.
Talked to a old buddy ...what he recommended is a self tuning ecu and can’t help to think he’s right because I thought the same from the start of this ...
So again back to the parts book found a fast 2.0 ez management system to withstand up to 1200 hp it’s mostly likely crank related before needing further tuning ? Anyways Seems this will be the road to take ...amd it should rig up with out all the finagling ...cost 1400 ....but on the flip side well worth it maybe will see
And not one of ya know about tuning this thing in ?
You have to increase the voltage entering the continuum transfunctioner in order to properly degas the turbulent flatulence as it compresses inside the flux capacitor. Once you dial that in you need to adjust fueling in your turbo encabulator to supply inverse reactive current for use in the unilateral phase detractors. This will give you the appropriate quantum mechanics to support the pre-famulated amulite to reduce side fumbling due to the ambi facient lunar waneshaft. If that doesn't work you will have to check normal lotus-o-delta type panendermic semi-boloid slots of the stator.
. JK
