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Originally Posted by Kodename47
If you take a little timing out, you could run AFRs of 13:1 no issue. AFRs of 11.0:1 compared to 11.5:1 is likely to cost you a few HP max. If 11.0:0 allows you to run more timing advance, you'll make better power than 11.5:0 with less timing.
Have a look here:
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Thanks for the link. The Honda K20 even has a lot lower compression ratio, so would it be reasonable to assume that the range he mentions of 11-13 would probably even be lower for our engines?
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You could reduce the LTFT range, not sure whether it works or not but could be worth a shot. STFT will still operate as normal so no issues in CL. AF #3 is compensations from the rear O2 and are separate from the LTFT/STFT.
Sounds like the pressure is in kPa, so dividing it by 100 would give Bar. Just make sure you have MAP/MRP correct depending on what you're logging (looks to be MAP) and the defined x axis on the ELC table. I wouldn't bother zeroing it out, you've probably got a better starting point from it with the OEM settings.
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The ELC unit says "Manifold Abs Pressure (Bar)". I assume the logs are Absolute too (M
AP)?
Ok, I'll leave the stock compensation in there then. I think I will convert and use the Euro MY17 K00G tables and use their values. Since it's the same header and manifold, they must have had a plan with the changes.
If the above doesn't help I'll look into either disabling or lowering the limits of LTFT or live with it as it turns out.
