Let's see your fully tuned timing maps
#1741
Evolved Member
iTrader: (41)
The track is much more stressful than a 3rd gear pull, or 2nd through 4th pull (if your not talking about a drag track) so you need to reduce the timing and boost by a tiny bit to give your car a little margin of error.
Now if your on E85 its not really necessary.
IMO, its important to tune with 3rd gear pulls AND the 2nd through 4th gear pulls so that all bases are covered.
A good tune takes time, but you are getting paid. So you should do your best work even if it takes a bit longer to do.
That's once reason the "major" tuner in my area hasn't been doing so good since I started tuning
Now if your on E85 its not really necessary.
IMO, its important to tune with 3rd gear pulls AND the 2nd through 4th gear pulls so that all bases are covered.
A good tune takes time, but you are getting paid. So you should do your best work even if it takes a bit longer to do.
That's once reason the "major" tuner in my area hasn't been doing so good since I started tuning
#1742
Evolved Member
iTrader: (3)
I have not posted anything on this thread yet, but have read all the good info a couple of times. I am still working on getting my AFR and Timing maps in check since my build. I am interested in using LS in a modified format and get sidetracked here and there.
I can confirm that my logs from my first track day (about 2 hours worth of CA speedway) show significantly different indicators than my zillions of 3rd gear pulls near my home. Stepping through all gears at WOT, and just doing a burst at a time provides significantly different data.
Doing a thorough tune is very time intensive and for those that speed it up to make it profitable, are leveraging many years of experience and knowledge.
I also found PCYang's article very helpful, as I am just at the point beyond the more basic "How to Tune and Evo" thread, and dabbling in more advanced concepts and topics. If anyone has more resources they can suggest I would like to read them.
Thanks
I can confirm that my logs from my first track day (about 2 hours worth of CA speedway) show significantly different indicators than my zillions of 3rd gear pulls near my home. Stepping through all gears at WOT, and just doing a burst at a time provides significantly different data.
Doing a thorough tune is very time intensive and for those that speed it up to make it profitable, are leveraging many years of experience and knowledge.
I also found PCYang's article very helpful, as I am just at the point beyond the more basic "How to Tune and Evo" thread, and dabbling in more advanced concepts and topics. If anyone has more resources they can suggest I would like to read them.
Thanks
#1743
Evolving Member
iTrader: (3)
Join Date: Oct 2008
Location: St Louis
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Just looking to get some feedback on timing map, this is first go of self tune. Mods basic bolt on's in sig. I cant get HP and TQ curves to smooth out. Meaning I always am higher in TQ than HP. Maybe i am at limits of mods?
#1748
Evolved Member
iTrader: (5)
From what I can see on the log here is what I would if it were me:
- Drop timing 1* in the 4k-5.5k : 200 - 260 load range
- Add timing 1* in the 6.5k : 220 - 240 load range
- Add timing 1* in the 7k - 7.5k : 200 - 240 load range
- Smooth map for changes
- Test to see if that helps
Your losing momentum from 5187rpm to 5593prm when timing drops from 6* to 5* then with 1-2 knock counts
Your losing momentum from 6656rpm through then end of the pull when timing decreases from 11* to 10*
That is where you're losing your power.
If I am incorrect in anything I wrote, someone please correct me.
Hope it helps.
- Drop timing 1* in the 4k-5.5k : 200 - 260 load range
- Add timing 1* in the 6.5k : 220 - 240 load range
- Add timing 1* in the 7k - 7.5k : 200 - 240 load range
- Smooth map for changes
- Test to see if that helps
Your losing momentum from 5187rpm to 5593prm when timing drops from 6* to 5* then with 1-2 knock counts
Your losing momentum from 6656rpm through then end of the pull when timing decreases from 11* to 10*
That is where you're losing your power.
If I am incorrect in anything I wrote, someone please correct me.
Hope it helps.
#1749
Evolved Member
iTrader: (41)
RPM LOAD
500 159.375
1000 159.375
1500 159.375
2000 159.375
2500 100
3000 100
3500 100
4000 100
4500 100
5000 100
This solved my issue with the knock that I was seeing between 3000-3500 at part throttle (60-70 load) but I want to make sure that I'm not just turning a blind eye to the problem. In other words, what exactly does the Knock Load table control? Does it mean that the ECU won't recognize any knock below the load values even if the car really is knocking. Or does it mean that the ECU will still see the knock but it just won't pull any timing when it does. The full title of the table is "Knock Load- Knock Ignored Below These Values" so it's the last part of that title that has me confused. What exactly is the ECU ignoring??
#1751
Evolved Member
iTrader: (10)
Hey bud, in this post are you referencing the "Knock Load" table or the "Load Required for CEL on Knock" table? The reason I ask is I changed my Knock Load table to look like this:
RPM LOAD
500 159.375
1000 159.375
1500 159.375
2000 159.375
2500 100
3000 100
3500 100
4000 100
4500 100
5000 100
This solved my issue with the knock that I was seeing between 3000-3500 at part throttle (60-70 load) but I want to make sure that I'm not just turning a blind eye to the problem. In other words, what exactly does the Knock Load table control? Does it mean that the ECU won't recognize any knock below the load values even if the car really is knocking. Or does it mean that the ECU will still see the knock but it just won't pull any timing when it does. The full title of the table is "Knock Load- Knock Ignored Below These Values" so it's the last part of that title that has me confused. What exactly is the ECU ignoring??
RPM LOAD
500 159.375
1000 159.375
1500 159.375
2000 159.375
2500 100
3000 100
3500 100
4000 100
4500 100
5000 100
This solved my issue with the knock that I was seeing between 3000-3500 at part throttle (60-70 load) but I want to make sure that I'm not just turning a blind eye to the problem. In other words, what exactly does the Knock Load table control? Does it mean that the ECU won't recognize any knock below the load values even if the car really is knocking. Or does it mean that the ECU will still see the knock but it just won't pull any timing when it does. The full title of the table is "Knock Load- Knock Ignored Below These Values" so it's the last part of that title that has me confused. What exactly is the ECU ignoring??
#1754
Evolved Member
iTrader: (41)