Quote:
Originally Posted by steve99
Get your fueling coreect first
make sure afr and comnanded afr are close when full throttle
make sure ltft is low throughout rpm range
ie get you maf scaling correct
Then when fueling correct tackle the knock
thisxwill usualky involve removing timing in pronlem areas or increasing the amount of DI fueling
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MAF scaling is as good as it gets - LTFT is about 2-4% which is alright. AFRs go from 11.8 to 11.3 from 5K to redline at WOT... fuelling is tad rich but should be safe for people who are still figuring out things.
Quote:
Originally Posted by Kodename47
Also consider that in lower load areas you could advance past MBT and lose power. My advice would be to pull out timing at WOT to resolve where it's pulling timing and leave it at that.
General rule of thumb is to have the minimum timing needed to make the torque for any given situation. You can't really calculate MBT without a dyno and TBH does it matter that much when not WOT?
This ECU does it's ignition maps in 0.35 deg steps.
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Looks like I'm SOL without a dyno then, as I may unknowingly pass MBT without knowing power outputs.
My counterpoint is that we don't drive with the pedal to the floor all the time, optimizing timing at non-WOT is basically maximizing power for all situations. But would love to hear your point on why you'd think it's not worth the effort?
Also, assuming if I can get to a dyno and do timing runs all day... what do you think of the methodology I described? Or are there other methods tuners approach this problem with?