[ZuMBLe]

I've started tuning my car with ST. I had some high egt issues with my initial tune. After reading many threads on high egt and timing here I decided to take a bit off boost off the top end (1 psi) and increase my dynamic advance table up 1 point from 4400-6000 and 2 points from 6000-7000. Logs indicate that the car seems to like it. It's taking the advance and I'm thinking of adding the timing in to the primary table (is this a good idea?). I did a few hard 4th and 5th gear pulls and the EGTs looked much better around 1620 where was I was seeing 1700 before and sometimes more.

I only have a log of up to 6000rpm where total timing was 22 degrees but by 7000 it should be 23. How is that?

I saw some flashes from my knocklite that indicated light knock (orange) during my pulls. I saw maybe one flash during the pull and maybe 3 flashes of light knock after I had already let off and was slowing down without my foot on the throttle. The dynamic advance didn't change and my DAM is still at 1.0. Should I ignore the orange? Is there a way to verify by looking at the logs?


I noticed in the fueling tables you can specify AFR but how does the ECU know the AFR if it only has a semi wideband?

[crystal_Imprezav]

Ok here goes, to see if your car is knocking, check what your loggeg KC is and what is in the KC table. They should be the same if your not knocking and your ecu likes it and isnt pulling timing. I have all mine set at 8 in the high load columns and add the rest of the timing I want in the primary ignition table so I can look at my logs and if the KC isnt 8 then I know my car is pulling timing and take out some from the PI table. Keep KC-C table lower as I think that is what the ecu defaults to at less than ideal conditions. For your AFR tables, I would not touch them unless you have a wideband. It is playing with fire since it all depends of various varibles like LTFT, AFR corrections, intake calibrations and some people run up to 12.4+ to get a 11.1:1 ratio and some can input 11.2:1 and get that exactly on the wideband. The only way I see of getting it on the money is to have a 100% correct intake calibration, injector lactency, scaling,... otherwise its gonna be like everyone else were you gotta log and tune. I use the live tracing to see exactly were it is going, rpm, afr, and boost and adjust to my likings. If you were tuned by Jorge, most likely your AFR's will be right on the money as I have seen some of his work and his calibrations are pretty close.

[ZuMBLe]

Ah, so the AFR values in the table are kind of guesses. I do have a wideband so I could in theory tune the afr tables. Jorge did have the maps as all one value in the high load areas but I changed the values just to see if the car wanted more timing. I guess I will add timing to the primary table to bring everything back to one value.

Originally Posted by crystal_Imprezav

Ok here goes, to see if your car is knocking, check what your loggeg KC is and what is in the KC table. They should be the same if your not knocking and your ecu likes it and isnt pulling timing. I have all mine set at 8 in the high load columns and add the rest of the timing I want in the primary ignition table so I can look at my logs and if the KC isnt 8 then I know my car is pulling timing and take out some from the PI table. Keep KC-C table lower as I think that is what the ecu defaults to at less than ideal conditions. For your AFR tables, I would not touch them unless you have a wideband. It is playing with fire since it all depends of various varibles like LTFT, AFR corrections, intake calibrations and some people run up to 12.4+ to get a 11.1:1 ratio and some can input 11.2:1 and get that exactly on the wideband. The only way I see of getting it on the money is to have a 100% correct intake calibration, injector lactency, scaling,... otherwise its gonna be like everyone else were you gotta log and tune. I use the live tracing to see exactly were it is going, rpm, afr, and boost and adjust to my likings. If you were tuned by Jorge, most likely your AFR's will be right on the money as I have seen some of his work and his calibrations are pretty close.

[RiftsWRX]

Bear in mind Ray, that it takes several "knock" events before the computer learns to drop the KC value in a load site. MAJOR knock events happen immediately, but minor ones will change over time.

Finally note, and repeat after me.

TIMING IS NOT A KNOB FOR POWER!

You'll toast that engine in very short order....

...and don't be afraid of EGT. 1750F + is where I'll start to sweat it... Your car doesn't even start making optimum power until at least 1560F.

[TheMadScientist]

Originally Posted by RiftsWRX

Finally note, and repeat after me.

TIMING IS NOT A KNOB FOR POWER!

You'll toast that engine in very short order....

...and don't be afraid of EGT. 1750F + is where I'll start to sweat it... Your car doesn't even start making optimum power until at least 1560F.

Just had to quote that.
I've know that egt higer than 1700*F is fine for a long time now. Everytime I would state I am running higher than 1700*F there was the "OMGWTF you are going to blow your **** up"

TMS

[ZuMBLe]

I'm learning that slowly. I had upped the WGDC to try to get full boost before 4000 rpm and it caused multiple knock events that dropped by DAM down to 0.88. I'm not actually trying to make power right now but trying to get a feel for what's happening. It's kind of hard to make power when I'm working off your protune map. =P

I also tried Wolfplayer's TDC changes. I switched back to stock. When I let off the gas when I have a bit off boost the car would buck.

All and all I'm slowly learning. I wish my LC-1 would stop freaking out. Every few days I have to pull it and recal it. WTH!

Originally Posted by RiftsWRX

Bear in mind Ray, that it takes several "knock" events before the computer learns to drop the KC value in a load site. MAJOR knock events happen immediately, but minor ones will change over time.

Finally note, and repeat after me.

TIMING IS NOT A KNOB FOR POWER!

You'll toast that engine in very short order....

...and don't be afraid of EGT. 1750F + is where I'll start to sweat it... Your car doesn't even start making optimum power until at least 1560F.

[ZuMBLe]

1750 for how long? 5 sec, 10 sec? More?

Originally Posted by TheMadScientist

Just had to quote that.
I've know that egt higer than 1700*F is fine for a long time now. Everytime I would state I am running higher than 1700*F there was the "OMGWTF you are going to blow your **** up"

TMS

[TheMadScientist]

Originally Posted by ZuMBLe

1750 for how long? 5 sec, 10 sec? More?

Alot more than 10sec. A pull all the way through 6th gear with the EGT pegged above 1700*F.
But my Sti should blow up everytime I drive it, so don't listen to me.

TMS

[ZuMBLe]

TMS:
I guess when it comes down to it, it's a comfort thing. It's good to know someone else does top gear pulls with the egts in the 1700s. I think what I'm going to do is revert back to the original primary ignition table, give the ECU more authority to run a little bit more timing if it wants through dynamic advance and taper the boost a bit more up top.

Jorge:
With your basemap I did get two instances of knock learning 1.05 in two places in the lower rev range under medium load. Not sure how severe that is.

Originally Posted by TheMadScientist

Alot more than 10sec. A pull all the way through 6th gear with the EGT pegged above 1700*F.
But my Sti should blow up everytime I drive it, so don't listen to me.

TMS

[WolfPlayer]

Originally Posted by ZuMBLe

I also tried Wolfplayer's TDC changes. I switched back to stock. When I let off the gas when I have a bit off boost the car would buck.

No bucking at all here. Nice and smooth.

t

[ZuMBLe]

Very strange. I'll give it a try again after I get everything else sorted out. I switched back to the stock TDC settings and everything was "normal" again.

Your settings did seem to make matching revs while downshifting better. I never stalled the car but I did notice I had to give it more gas in 5th (top gear for me) to pass people on the highway. I would run the map for the smoothness in downshifts alone if it didn't cause the bucking on my car.

Originally Posted by WolfPlayer

No bucking at all here. Nice and smooth.

t

[TheMadScientist]

Originally Posted by WolfPlayer

No bucking at all here. Nice and smooth.

t

I have found that a lot depends on the DRIVER more than the tune. For me my car runs smooth and strong. I let another Sti owner drive it and I had no idea what the hell he was doing to make my car buck and stutter like he was doing. I was in total awe that he could make my car do the things it was doing when he drove.

TMS

[RiftsWRX]

Originally Posted by ZuMBLe

TMS:
I guess when it comes down to it, it's a comfort thing. It's good to know someone else does top gear pulls with the egts in the 1700s. I think what I'm going to do is revert back to the original primary ignition table, give the ECU more authority to run a little bit more timing if it wants through dynamic advance and taper the boost a bit more up top.

Jorge:
With your basemap I did get two instances of knock learning 1.05 in two places in the lower rev range under medium load. Not sure how severe that is.

Positive 1.05, or negative 1.05?

Frankly, slight learning over time isn't a bad thing. It's always going to compensate for a variety of things, from fuel quality, to load, to weather.

Negative means it pulled timing out in that area, positive means it actually learned.

[ZuMBLe]

All values in the Knock Learning table are negative right? I wish the knock learning table had more resolution. It's pretty general with the area where it pulled timing.

Originally Posted by RiftsWRX

Positive 1.05, or negative 1.05?

Frankly, slight learning over time isn't a bad thing. It's always going to compensate for a variety of things, from fuel quality, to load, to weather.

Negative means it pulled timing out in that area, positive means it actually learned.

[jays05]

Originally Posted by ZuMBLe

All values in the Knock Learning table are negative right? I wish the knock learning table had more resolution. It's pretty general with the area where it pulled timing.

The values in the knock learning table can go positive or negative. I have a 105+ octane mix in my tank right now and noticed positive values all over the place in my knock learning table