Starr Performance Tuning and Consulting, LLC

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I have been tuning for over 20 years and remote tuning before it was a thing. But tuning is more than pushing buttons. As an engine designer and assembler, I understand the dynamics of the engine and what is needed to optimize your combination. Table numbers are only that; my goal is to give the engine what it wants to make it the happiest it can be.  

Absolutely! We called it a timing curve back in the day and it is VERY important to optimize it for peak engine efficiency. But EFI timing control is so precise today, that to call it a curve mitigates its precise nature.  Based off the same table size as the fuel, we can input a timing value for any load point, providing finite control unobtainable with any distributor and with merely the stroke of the keyboard. 

For most applications, a dyno isn’t needed unless its a high horsepower or boosted combination. Although I enjoy tuning high powered applications, I specialize in the drivability aspect of tuning. Optimizing the nuanced world of changing dynamics in drivability is very rewarding. 

In-person tuning is always more ideal than remote because I can feel the car as I make changes in real time. But in most situations, remote tuning is more practical from a cost standpoint. Using my experience along with specific questions and driving directions, I compare driver feedback with logs to optimize the tune. Finally, we read the plugs to make sure the tune is the best it can be. 

That depends on application, but for most drivability tunes I typically allow 4 hours with the possibility for additional time due to diagnostics, power adders or transmission tuning.  

But it doesn't self tune. Regardless the origin of any base calibration, whether by computer or professional, it is impossible to guess the specific load points, fueling requirements and timing events for YOUR application. Self learning only adjusts steady state fueling to those universal parameters. Tuning allows us to optimize not only the parameters above, but all other EFI parameters as well. 

It will not. Timing is a VERY valuable tuning aid and when correctly optimized, will allow the engine to achieve maximum torque, throttle response and efficiency.

It should run well, especially if you replaced a carburetor. But experience proves there is so much left in that base tune. You've taken the effort to change the fuel system, add an EFI throttle body or MPI system as a serious upgrade to your car, but did not refine it to extract the most out of your time and investment. Our service will showcase the drivability and performance it is capable of so you can experience the real reason you installed the EFI system in the first place.

Aggressive engine combinations suffer from low dynamic cylinder pressure at idle and part throttle which can lead to poor data and tune up. These inefficiencies can also lead to cooling issues and sooted plugs. We specialize in aggressive combinations with corrupted data and can dial in the start, idle, part throttle and wide open. If racing, we also optimize the burnout, trans brake and decel fueling. We fix what others cannot, and that is one of the reasons we put the "Drive" in Drag-N-Drive!

Closed loop control will make changes in fueling in order for the O2 sensor to match the target air/fuel, but these changes are only short term. Open loop means this feature is not active.

Stoich, or stoichiometric, is the theoretical ideal air-to-fuel ratio where complete combustion occurs. For gasoline, this ratio is 14.7 to 1, or 14.7 parts air to 1 part fuel. But engines aren't a test tube in a lab, and O2 sensors can easily supply inaccurate data (such as engines with larger cams) meaning if your tune defaults to only stoich, you may be leaving a lot of tune-up on the table and extra fuel in the exhaust pipe. 

Absolutely! My extensive EFI background is based in the unique requirements of tuning IR (Individual Runner) systems. From butterfly adjustments to custom scaling of the EFI parameters, we can optimize your IR manifold to make it start, drive and perform as only these manifolds can.  We are also the primary technical source for Jim Inglese and his EFI systems. 

Yes! We have tuned numerous cars internationally including these great countries: Canada, Belgium, France, Germany and Puerto Rico, 

These applications can experience corrupted O2 data which many tuners rely on solely for tuning. We have tuned these types of applications for years with excellent results. Of course without correct data, it is more complicated, but we love the challenge and the final results experienced by the customer.

Along with the ever-popular Holley systems, we are also very comfortable with the FAST XFI and Big Stuff III and HP Tuners for GM engine management. 

We offer remote or onsite wire-to-wire EFI diagnostics services including data log inspection and consulting. 

Our most popular service is custom base calibration with wire-to-wire technical with remote-in for first start.  This service takes the guesswork and anxiety out of custom EFI system installs and that ever-important first start.

We have been designing EFI systems for many years and can supply all the components needed for a successfully designed EFI system. We are distributors for these great companies:  Holley, Borla 8-Stack Induction, Fuel Injector Clinic, Weldon Racing Pumps and Accufab Throttle Bodies. Call for a detailed quote. 

The goal, to complete a 1/4 mile pass at 5 different tracks in 5 days, with @1,000 miles of driving your street-legal race car between tracks by the end of the week. The quickest 5-day average will win each class.  The race car can tow a small trailer with supplies and equipment; no support vehicles are allowed. These grueling events push the limits of man and machine and the boundaries of any tuner. We apply the lessons learned from our real world experience to create a tune just for you!

I assembled my first engine when I was 15 years old and have a degree in computer repair. In the 90's, I worked for a Ford Authorized Engine Remanufacture (RMP) diagnosing root cause engine failures in the field, and at night designed and assembled engines for street and race applications. 

In 2003, my '56 Chevy became the official test car for the prototype Hilborn-IR EFI system. Subsequently I managed their EFI division supporting EFI sales and technical for over 16 years. 

As part of Holley's acquisition of Hilborn, I became a Motorsports Manager working closely with engine shops and race teams providing track support. Now running my own tuning business, I am also heavily involved in the Drag-N-Drive scene and participate yearly at Hot Rod Drag Week with my Hilborn Injected N/A '56 Chevy.