Quote:
Originally Posted by Kodename47
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.
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Just a tip: if you are pulling out that much fuel and you were hitting that load cell and still knocking I personally pull timing out of both the 1.1 & 1.2 cell's in the event you further modified the car or had weather conditions that would result in you hitting those loads cells. Because if you were hitting that false load cell with running overly rich, and you were to hit it again with the correct target AFR you are going to likely knock in those conditions regardless. I try to make sure im not digging a "pit" in my timing table that would cause the car to further advance timing as i hit a larger load cel because I wasn't "smoothly" pulling timing in the region I was getting FLKC. Try hitting that RPM range at a higher gear so that way you can verify exactly where the load cell is that you are knocking to avoid having to do large area ignition adjustments.
Just for comparison I run supercharged cars at these AFR's (11.5-11.8 at redline). Typically getting -1 FLKC simply shifting 0.1-0.25AFR richer resolves this, as well as a -0.3 ignition correction. So if I am seeing 0.25 AFR rich fueling error and i see -1 FLKC at that event i will pull 0.3 from both the current and new "target" load cell. As the next time if I were to hit that load cell it is likely I would be running even leaner and more likely to knock.
Does Australia fuel have ethanol in it? If not I would possibly try restoring the factory MAF scaling and start from there.