14* timing...14* knock is no bueno...u dont need to stop at 14*s timing if ur car can handle more without knocking

 

Fixed above.

Why do I need to do this:

also.
ETC adder below 230 degree's zero it out
AFR adder. zero it
IAT adder. zero this below 140 degree's.

 

Takes away the variables.

 

Got yah.

Thanks

1. In the stock stage 2 HO table reduce all the cells from .56 to 1.36 by 2 to 3* across the board and this will be my base to start with.

2. Flash the new table and go logging at WOT to find out where my WOT range is and patern. (Which table do I need)

3. Now keeping in mind that I do not want to go Higher than 14* of knock in those cells go out and do another WOT run and monitor any knock over 14* at WOT and reduce those cells then smooth. (which table do I need)

4. Now after correcting the last run add .5* timing to the remaining cells that did not show knock in my original log. Correct those and repeat until I reach the last cell that I see knock in reduce that so there is 0 kr through out my table, log it to check once more and if there is 0 KR I am done...(Can keep adding timing if car can handle it)

5. So with the 42lb injectors, what would be the most on average timing I would want to add to keep the tune safe. (Untill there is 0 knock)


Thanks alot guys you've been a great help.

Could someone answer which tables I should have set up in my histo to log for this.

 

I added above

 

Great and thanks.

By-Jove I think I've got it...

 

YaY

 

Actually I do have one more question.

Once the HO table is dialed in. Do you then copy that table over to the LO table and reduce the entire table by a certain amount of timing for LO?

 

I usually copy and paste the HO to the LO and then minus 3-4 off the whole table.

 

Thanks Dave. I appreciate all you folks chiming in.

Just thought of something else. When tuning the HO table is any of this done in Open/Close loop or am I tuning this using my MAF, VE and injector controled tuned file?

thanks again.

I am trying to put together a little how to and don't want to leave anything out.

 

I usually do it at the same time I'm tuning the MAF unless the MAF is already tuned. But timing changes can and will affect AFR to a point.

 

don't go busting his head open just yet. we'll save that for later

 

So, based on all of this, is there not a lot of point in Upping the timing outside of WOT?

 

there us, but you have to find your limit and how it will affect toe in timing as well. not easy to figure out.

 

amen!

 

So if the MAF and VE tables have already been tuned do I still have to set everything up as if I was going to tune MAF to be able to tune the HO table?


Aaauuugghhh...WTF is toe-in timing...this **** is giving me a headache...


So here is what I have so far:

1. ETC adder – zero it out below 230*.

2. AFR adder - zero it out.

3. IAT adder - zero this below 140*.

4. In the stock stage 2 HO table reduce all the cells from .56 to 1.36 by 2 to 3* across the board and this will be my base to start with.

5. Flash the new table and go logging at WOT to find out where my WOT range is and pattern by logging with Main Spark vs. Timing Advance (table # 1) of the Histogram Configuration file. (Save log for reference)

6. Now Once you have logged Main Spark vs. Timing Advance keeping in mind that 14* of Timing is your Timing artificial ceiling but not set in stone.

It is now time to start adding timing to your HO table. Go out and do a WOT run and log the run with the Main Spark vs. Knock Retard (Table #2) of the histogram Configuration file. Monitor the cells that show KR with a cell count more than 1 as a cell count of 1 may be just phantom knock. Reduce the cells that show KR by 1* of timing and then smooth the table around the effected cell/cells. Once you have tuned the cells with KR add 0.5* off timing to the remaining unaffected cells and save the file and re-flash the car. (You can keep adding timing if car can handle it then back off 1 degree once you find the point you get KR. 23-25* is seen as max timing before losing HP)

Continue the procedure, adding 0.5* of timing to the un-effected cells until you have reached the last cell in your map that showed KR. Back off the timing by 1* smooth the area and you are done tuning your HO table for optimal performance and HP. Toe–in timing to come later.

7. Now copy the HO table to your LO table and back off the timing across the board by 3 -4* of timing and your LO table is complete. Save the file and flash it to your car. Time to go and log a few good pulls to se how she all runs.

 

You can change the timing when you have the maf and ve done. You don't have to disable everything to change the timing. But you may need to touch up the AFR after you mess with the timing.

Also you said 14* of KR. You want no KR. But in the higher RPM places under WOT start with a max of 14* of timing advance. Then go up from there till you hit the KR ceiling.

 

OK thanks. Made the correction.

Right. The 14* of timing is my artificial ceiling but if the car can take more you can continue to add timing until you hit the KR ceiling.

cheers

 

Yuppers

 

But there is a point on these cars where to much timing even if you are not getting knock is going to lower you numbers. When I was on the dyno my numbers started to get lower the more I added even though I was not seeing any knock

 

You're right, I think it's somewhere around 24-25*

 

Even with Meth?

 

yes.

 

Boo.

 

double boo boo

Hey Neo

Any thing else we need to know?