[flatthump]

I have this same issue now.

[STLSTI]

Put my name on the list.

[STLSTI]

Originally Posted by flatthump

I have this same issue now.

Did you fix it?. I am having the same problem at 5500 RPM drops 1* with full DA

[06stiman]

Originally Posted by flatthump

I have this same issue now.

06stiman reporting for duty. I've got the same problem. About 1* pulled in the 4500-6000K rpm range despite the DAM = 1.0 and all DA values at maximum.

[flatthump]

Originally Posted by 06stiman

06stiman reporting for duty. I've got the same problem. About 1* pulled in the 4500-6000K rpm range despite the DAM = 1.0 and all DA values at maximum.

I've been making a new ignition curve everyday for the past month. Im finally running one that mu ECU likes I guess.

Now my Total ignition is OVER what I specified in DA+PI. OVER!!!

[06stiman]

Originally Posted by flatthump

I've been making a new ignition curve everyday for the past month. Im finally running one that mu ECU likes I guess.

Now my Total ignition is OVER what I specified in DA+PI. OVER!!!

So, what total timing are you able to run now at the following RPM points?

4000
4400
4800
5200
5600
6000
6400
6800

And what octane fuel are you using? Better yet, how about posting a log of your latest timing curve.

[flatthump]

Aight here is one..


Im trying to find one with my new catback too.

[06stiman]

Originally Posted by flatthump

Aight here is one..


Im trying to find one with my new catback too.

Looks good. I'm running about 2* more timing than you in most cells, but I'm on 95 octane whereas I presume you're running 91.

Why don't you increase your WGDC to hold more boost in the upper RPM range? Seems like you're a bit too conservative right now with only around 75%. FWIW, I use 90% from 5000+ and am able to hold almost 15psi to redline. The resulting difference in top-end power is noticeable. Just a thought.

[flatthump]

Without changing anything in my boost map I was at 16psi at redline with my new cat-back. I was amazed at how easily the motor was making boost.

Now I have to just take advantage of this and tune it up there...

[06stiman]

Originally Posted by flatthump

Without changing anything in my boost map I was at 16psi at redline with my new cat-back. I was amazed at how easily the motor was making boost.

Now I have to just take advantage of this and tune it up there...

Wow, 16psi at redline on the stock solenoid running only 75% duty cycle is very impressive. I definitely need to see some of your logs with the new cat-back.

[STLSTI]

Here are my timing targets. 93 oct. boost 18.5 to 15.5 at redline


4000.... 18*
4400.... 19*
4800.... 21*
5200.... 21*
5600....Target 21 but only get 20* with full DA of (10) DAM (1.0)
6000....22*
6400....26*
6800....27*

[06stiman]

Originally Posted by STLSTI

Here are my timing targets. 93 oct. boost 18.5 to 15.5 at redline


4000.... 18*
4400.... 19*
4800.... 21*
5200.... 21*
5600....Target 21 but only get 20* with full DA of (10) DAM (1.0)
6000....22*
6400....26*
6800....27*

Very similar to my targets, except with 95 octane I'm targeting 24 at 6000 and 30 at 6800. Other than that, we're identical.

[WolfPlayer]

This mystery has been solved. I cannot take credit for this. The idea came from Freon. I fully tested it tonight. As far as I can tell, I am the first person to test this and report on it. So, here goes.

There are a group of undefined tables that appear to be added into the final timing values. It was unknown if these tables functioned in this manner. It was also unknown if these tables had something to do with the knock routines or if they were related to something else.

My car followed these extra timing tables exactly. I could easily log a run and see 1d missing from 5200, 2d missing from 5600, 3d from 6000, and 1d from 6400. At 6800 I always had full theoretical timing back. A picture of these tables is attached below. This is for Calibration ID A2ZJB10J.

The first thing I did was to reconfigure my primary ignition a tad bit in order to have lower timing in the 5200-6400 region. This was important for these tests because if I was able to get the ECU to add full theoretical timing, then I wanted to do this with end result timing values that I knew were safe. I got a good baseline with my current map in terms of logs. I did 3 runs in 2nd gear from 2000-7000rpms. Again, my total timing between 5200-6400 was always missing degrees when compared to the theoretical timing. The degrees it was missing corresponded very well to the first map shown in the attached image.

The next test was to flash a new map setting the knock correction to be disabled above 5000rpms. This was Jeff's suggestion as it would lend evidence as to whether these tables may be related to knock control. I completed the 3 runs in second gear like above. The end result was the same as the first test. Timing was still not equal to the theoretical timing. There goes that theory.

For the last set of logs I flashed a new map with the tables below zeroed out (and my knock correction re-enabled). I completed the 3 runs in second gear again. Woot. Timing now equals the theoretical. Cooooool.

I do not know what these tables are for. However, they definitely remove timing from the theoretical. It doesn't appear to be related to the knock sensor.

t

[daemon]

Very interesting. My engine has always seemed to be the most sensitive to knock around 5800 RPM. I wonder if this is just a sort of general broad adjustment table and nothing more.

[EFI Logics]

Very nice work guys.