Data Logs! Post them here.

[momo3605]

Newb here as well! I see some knock correction and high ltft when idling. Which kinda sound like opposites right? I'm running stage 2 e85

http://datazap.me/u/momo3605/frs-e85...=0&data=1-2-10

[steve99]

Originally Posted by momo3605

Newb here as well! I see some knock correction and high ltft when idling. Which kinda sound like opposites right? I'm running stage 2 e85

http://datazap.me/u/momo3605/frs-e85...=0&data=1-2-10

Do you have stock intake ??
You could pull a bit of timing in the 2000-3000 area if that knock is consistent.

[momo3605]

Originally Posted by steve99

Do you have stock intake ??
You could pull a bit of timing in the 2000-3000 area if that knock is consistent.

Yea, totally stock intake. Is the high LTFT at idle an issue? Once I get on the gas, it goes down to 0 almost, which seems fine.

[sachu]

I would imagine most tuners would tune the car for an ignition map and then back off a say by 2 and put that number in the advance timing map and leave IAM at 1.

do any of the tuners have nothing in their advance timing map and leave their IAM at 1.0 and just trust their main ignition map instead? The retard is still in place and the fine correction is in place as well.


Or I am mistaken in understanding how most tuners would deal with this?

[steve99]

Originally Posted by momo3605

Yea, totally stock intake. Is the high LTFT at idle an issue? Once I get on the gas, it goes down to 0 almost, which seems fine.

the high ltft at idle means the maf scaling is off a bit and ecu is applying the correction (ltft) so it targets the correct afr. At low rpm the worst that happens is maybe a bit of hesitation as you come off idle.

Maf sensors vary a bit from car to car.

[steve99]

Originally Posted by sachu

I would imagine most tuners would tune the car for an ignition map and then back off a say by 2 and put that number in the advance timing map and leave IAM at 1.

do any of the tuners have nothing in their advance timing map and leave their IAM at 1.0 and just trust their main ignition map instead? The retard is still in place and the fine correction is in place as well.


Or I am mistaken in understanding how most tuners would deal with this?

Total ignition timing = base timing B + (Knock correction max A* IAM) + FLKC

most tuners set iam initial =1 . does not mean it stays at one.

When IAM drops due knock detections timing is reduced as the values in Knock correction max A table are multiplied by IAM.

I doubt any tuners would remove all timing (ie make table values zero) in the knock correction max A table as you would remove the ECU ability to adjust timing using IAM.

IAM is coarse correction and is meant to account for bad/low quality fuel or other problems that may result in consistent high levels of knock. It the ECU's last line of defence

In general your IAM should be 1 all the time if your tuned correctly and running correct fuel for your tune. Occasional minor drops in IAM like to 0.9 probably ok, but IAM consistently low like 0.7 or less consistently indicate your tune is too aggressive or the fuel your using is not matched to your tune.

[sachu]

Is there anything wrong in going off only the base timing, leaving IAM at 1 but having Knock correction max A table be all 0 ??

Since there is no advance on the timing there should be no issue even if there is knock detected correct?

[steve99]

Originally Posted by sachu

Is there anything wrong in going off only the base timing, leaving IAM at 1 but having Knock correction max A table be all 0 ??

Since there is no advance on the timing there should be no issue even if there is knock detected correct?

If the Knock correction max A table values are zero then IAM will not be able to pull any timing in event of crappy fuel or some other issue causing knock.
you would only have flkc retard available about 5 degrees.

You cannot "leave the IAM at 1" the ecu software calculates when to reduce IAM, you cannot stop this unless your going to re-code the ecu software.

IAM can only retard timing if their are values in the knock correction max a table

I believe that the values are relivant to the rpm/load areas where knock is more prone on the engine ie the values are higher in arround 3000 as opposed to 7000 and probably a percentage of the overall timing, likely some engineer spent much time working these out so when the iam drops to say 0.5 the ecu pulls timing differently in different rpm/load ranges.



Engineers at subaru put that system in place and I would say they know far more about ecu's and knock than most especially on their engines.

The internal working of the ecu software are extremely complex and I don't claim to know anything more than the very basics

Yes you could do it but your effectively defeating one of the ECU's main safety features in relation to knock correction.

Some tuners smooth the values in the Knock correction max A table or the Base timing tables but have not seen any that remove knock correction values with these cars.

Apparently Group N Rally WRX STI ECU did remove knock control but not something you would want on a street car.
http://www.romraider.com/forum/topic360.html

What advantage do you see ?

maybe you should read up here
http://www.romraider.com/RomRaider/H...ndKnockControl

http://www.romraider.com/forum/viewt...hp?f=25&t=1840

[momo3605]

Originally Posted by steve99

Do you have stock intake ??
You could pull a bit of timing in the 2000-3000 area if that knock is consistent.

Hey Steve,


I took a little bit longer freeway log and was able to consistently get it to knock around 3000rpm at 0.5 load and above. If you don't mind, could you take a look at the log and possibly suggest where I should pull timing/how much? Would really appreciate any help!


http://datazap.me/u/momo3605/log-142...data=1-4-11-13


I did read your thread on knock correction, I'm just kinda scared to be making decisions on my own

[steve99]

Originally Posted by momo3605

Hey Steve,


I took a little bit longer freeway log and was able to consistently get it to knock around 3000rpm at 0.5 load and above. If you don't mind, could you take a look at the log and possibly suggest where I should pull timing/how much? Would really appreciate any help!


http://datazap.me/u/momo3605/log-142...data=1-4-11-13


I did read your thread on knock correction, I'm just kinda scared to be making decisions on my own

That FBKC knock correction is very low level all less than -0.7 correction.
You IAM is 1 and steady so the ECU software is not concerned with that low level of knock, else your IAM would be less than 1.

It very difficult to completely eliminate all knock in the 2000-3000 area low/med loads especially on rapid throttle application.

but if your rearly kean or concerned just remove about 0.7 degrees from

2000 to 3500 rpm loads 0.6 through to 0.9 ie reduce all cells in that block by 0.7 degrees.

[cameronjones239]

http://datazap.me/u/cameronjones239/...3?log=0&data=1
Injen intake, stock everything else, stage 1 93 octane map on a light spirited drive of hilly back roads.
How's it looking?

[Kodename47]

Originally Posted by cameronjones239

http://datazap.me/u/cameronjones239/...3?log=0&data=1
Injen intake, stock everything else, stage 1 93 octane map on a light spirited drive of hilly back roads.
How's it looking?

Generally pretty good, trims are tight and little FBKC however you're not logging FLKC so you've not got the whole ignition correction picture.

[steve99]

Originally Posted by cameronjones239

http://datazap.me/u/cameronjones239/...3?log=0&data=1
Injen intake, stock everything else, stage 1 93 octane map on a light spirited drive of hilly back roads.
How's it looking?

+1 on what @Kodename47 said , did notice arround 220 secs your iam goes to .98 , so some knock caused this likely flkc that you did not log as kodename47 said.

[Andrew025]

Any insight?
Seeing some FLKC/Knock correction.
Most recent OFT EL stage 2 map with Ptuning EL header.

http://datazap.me/u/andrew025/log-14...0&data=1-12-13