Quote:
Originally Posted by steve99
Yes, thanks for spreadsheet, I put it on the backburner a bit as I have been concentrating on the knock issues first.
now I have that sorted I'll get back on it.
I probably need to do some more 3rd gear pulls back to back at a cool time of day so the IAT compensation does not foul thing up.
Thanks again, might need your assistance again once I obtain the data. 
Whats your opinion on FBCK or FLCK knock values of 0.6 or less, need to pull more timing or too small to worry about. ? |
I'd be pulling 0.3 deg and see what happens. I care more about FLKC as this is having a bigger impact. From reading it seems that occasional FBKC is almost unavoidable and if it is just occasional then I'd just ignore it. If it happens regularly then it may be worth pulling 0.3 as see the outcome.
It is worth noting though that if you're going to do the MAF, I would make this a priority. Changing the MAF will impact on the resultant load, and thus will have an impact on the timing table. If you're running richer, the resultant load will be lower than before and then your target timing will be more. Therefore if you do the timing 1st and then the MAF scaling, you'll only end up having to re-do the timing tables.
Just an example from the data you sent me, at around 6000rpm your current load is about 1.22, but the MAF error is about 94.75% which would make the resultant load be 1.16. That's a whole load cell shift down the advance table. That's roughly 1 degree of timing that's added. If you had experienced knock and had brought timing down below the knock threshold, you've now just pushed yourself straight back into it again.