SAFC Settings for 162WHP NA KA on 95Octane
 

Modifications required for 162WHP NA KA.
Stock head, 240/248 cams, SCV's,Stock bottom end, Castrol GTX 10w-40,iridium spark plugs NGK, stock timing (20BTDC @ distributor), SAFC2, AEM intake,DC sports header, 2.5" exhaust(magna flow), CATCO high flow, FAL electric fans and thermostatic switch, N60 MAF, fidanza aluminum flywheel, cheap $8 Paper intake filter (ebay), 95 Octane home brew (made of toulene and xylene, with 91octane pump gas)

Typically header must be that of a 4-2-1 header (OBX, DC sports, hot shots).
Intake system can be either injen intake system or AEM, cheap ebay intakes will work as well as long as intake tubing diameter is greater than 2.5".




DISCLAIMER:
Do not use these setting's if you do not use an N60MAF!
Do not use these settings for an OBD 2 KA24de ecu!
Do not use these settings for any other injectors other than 270cc!
Do no use these settings for any other cams other than the stock 240/248!
Leave your timing stock @ 20BTDC!
This tune is ONLY FOR 91 and 95 OCTANE!
Low Throttle Correction doesn't necessarily need to be at 48% you can lower that setting to as low as 1% if you need to it isn't as dedicated as WOT (or HI Throttle correction) is.

IN/OUT:
2In/5Out


NE POINT:
2600 RPM
3000 RPM
3400 RPM
3600 RPM
4000 RPM
4200 RPM
4600 RPM
5000 RPM
5400 RPM
5800 RPM
6200 RPM
6600 RPM

LO Throttle correction:
48%
HI Throttle correction:
50%

Hi Throttle Percentage:
2600RPM@-22%
3000RPM@-24%
3400RPM@-22%
3600RPM@-19%
4000RPM@-24%
4200RPM@-24%
4600RPM@-24%
5000RPM@-24%
5400RPM@-24%
5800RPM@-30%
6200RPM@-44%
6600RPM@-50%

LO Throttle:
@ any RPM is -1%


Have fun with this SAFC setting I have a blast!

May I ask how this differ's on an OBD2 KA?

OBD1 uses a single MAP ( one for open loop and one for closed loop), also the OBD1 uses different cams, fuel and ignition timing. OBD 2 MAP adapts to driver habits, as well as using different fuel maps and ignition timing for the cams it uses.
It would take many more hours to fine tune an OBD 2 ecu than an OBD1 ecu. Maybe the same engines but they run on completly different MAPs and cams.

oh ok, damn OBD2 does suck that bad :p lmao

im wondering why you would lean out the fuel on your high throttle so much with stock injectors. then i noticed octane 95.. but i still dont understand why youre leaning out so high especially at stock timing.

if you dont mind can you please explain this to me as i am very curious? I wondering also how the n60 maf can effect it so much....

thank you in advance

I'm using a 2in/5out on the SAFC which makes the engine run pig rich. Originally the setting for an N60 is 4in and 5out which would convert the voltage of the N60 to be used directly with the stock ecu.
The reason why I decided to go pig rich using the 2in and 5out is so that the engine would not read alot of knock and ping through the knock sensor. Knock and ping retards timing, so making the engine slightly richer decreased the knock and ping, it advances ignition timing through the ecu (ignition map), this allows the engine to get more momentum when trying to achieve a higher peak HP. This pig rich set up also allows you to advance timing at the distributor to make more HP numbers as well, although I wouldn't advise anything advanced over 4 degrees from the stock 20btdc, unless using iridium spark plugs. I also designed this tune so if need be you can use cheaper street fuels although there wouldn't be any advance ment allowed at the distributor doing this, staying on 91 or 95 octane will allow for advancement at the distributor. There is room for much more HP with this SAFC setting, by modifying the exhaust to 3", using a non scv manifold, cotton filter, and advanced timing (just enough to make 170WHP!) This SAFC tune isn't smog legal by any means, but then again when testing for smog just convert the voltage to the 4in and 5out and you should pass with flying colors.