While I post on performance forums,
https://www.corvetteforum.com/forums...post1599316990
Some will say 'genius' which of course is ridiculous. Many thousands of scientists study and develop therapeutic treatment for cancer (I have a grant from the NIH) and they are not called genius. It is simply the exposed population isn't used to seeing such unusual ideas, I think.
I am not banned for being unusual.
Like with anything, there are haters. "Enemies make you stronger, friends weaker" where did I hear that.
I frequently build setups for random engines out on paper and tune ECU that I've never seen before, such as HPtuners in my car.
I won't tune an engine that doesn't meet my standard procedure, which is a cookie cutter recipe for 200,000 miles of reliability derived from experience and observations over 20 years.
et al,
All ECU use the same basic functions, trigger systems, inputs & outputs, tuning methodology never changes between ECU. They are all the same plus or minus features which have nothing to do with basic necessity for operation.
Control theory fills the gap between software, setup of hardware and explains responses from the hardware, and can be used to dial in the ideal response. Even when the hardware or software is inadequate, as the engineer you are able to develop circuits and software which can work between pieces of hardware as a stand-alone deal if necessary, which means any signal is fair game for reconstruction or reproduction with modification. There is no piece of hardware or output from any ECU That I cannot alter to suit my needs, because the combustion engine is so very simple in operation (it does not need electronics at all to operate) there is no ceiling or skill cap penalty for not being familiar with every piece of hardware ever invented, you simply understand the signals and amplifier and clock cycle nature of the unit as a theoretical entity capable of interpreting signals and outputting necessary ones as a response.
Finally, unraveling or understanding every OEM system and it's features at a molecular level, being able to explain phenomena that nobody at the hobby level has considered or even noticed, or that it is very rare to notice some feature or explain some long-term result or consequence of disabling those systems which seem unimportant as PCV. This combination of experience and education, cannot be replaced by either of itself, as I was additionally able to examine around a thousand import engines or so over the course of 5 years and draw conclusions from that experience that typical hobby level will never manifest. In particular, I noticed many 220,000km 3.0L turbo engines 2jz-gte arriving here in America looking brand new yet, glistening compressor wheels, golden tone oil, super clean smelling great. Every one of those engines had intact OEM air filter systems and a factory PCV system. It was an observation which led me down a pathway to vacuum pump crankcase scavenging research, and many years later after fluid mechanics I was able to 'see' the pressure differential applied to crankcase volume via air filter pathway as playing a critical role in engine longevity. The 600 and 700rwhp 3L engines downstream of 220,000km lived another 10 years or longer, lost track of.