Guys,

I have the same problem and this is what I have found. The problem that you are having is MAF related. I have determined this with my car. I have found that the car ECU has the ability to pull approximately 5 degrees of timing due to conditions of the MAF. The reason why it is MAF related is that it is the only variable that is somewhat inversely proportional to air temperature. This happens to me on days that the air temp is less than 77 degrees. This causes my MAF reading to rise higher than normal from 3,000 to 5,000 RPM. Incidentally, my knock voltage is below 1 volt until 4,000 rpm and never spikes above 1.55 volts. This why I am sure that this has nothing to do with knock.

Also, I am willing to bet that all of our ECU identifiers (Internal ID) are 94170008. I believe that it is just cars with this identifier that is showing these issues. We may gain some insight to this if we can confirm that all of us have this ECU identifier and then comparing our information to other maps that do not exhibit this issue.

Just my 2 cents

HiVoltEVO8

 

Good info HiVolt. I will try to log a bunch of runs this weekend.

l8r)

 

My internal ID is : 96940011

 

Martin - just what are you implying with this comment and what relevance - IF ANY - does this have to the subject matter at hand ?

I have noted in several of your shops communications similar comments - e.g. in your 903 whp dyno video the suggestion that some shops use correction factors

Maybe I am just tired but I dont get what if anything this has to do with the problem this guy is having

 

^^ Let's keep it on topic, pls.

l8r)

 

I agree

If you want I would be happy to look at your ecu map and see if I can identify any problem tuning parameters which may be cuasing this condition

 

I wonder of you may have excessive back pressure from your broken muffler ? Just a shot in the dark

https://www.evolutionm.net/forums/sh...54&postcount=1

 

I run a blowthrough MAF so I do not suffer from this, however I can reproduce it easily with the calibration settings on the blowthrough, But you are correct, my ECU ID is also the same, and if you looked at my ECU+ screencap, it shows pretty much the same thing you observed.. This was actually the first thing I had suggested as a possibility.

On a side note, I was not able to reproduce this until I swapped in an MBC in my car, when the spool was alot steeper than it was with the EBC.. So your thoughts may be on-track.

 

I think he just meant that it was prudent to make several back to back runs and try to simulate the load conditions made on a typical pass as closely as possible to verify there's nothing wrong..

 

The only thing I'm implying is that I do a bunch of runs, even "hot lapping" it, to make sure there aren't any big jumps in timing. The reason I mention this is because when I do this I see if the tune is too aggresive and hot soaking it makes it more detonation prone. If it does get detonation prone then I pull the tune back a little until it doens't do this. If I was to only make one pull at a time I could miss this timing thing that is going on with Ludikrauts car. The relevance is that I've tuned this way with all the cars and this is the first time I've seen this. If someone dynoing or tuning a car only does one pull at a time they can miss this timing pattern. The relevance this has is that if we are testing things like this, we have to have repeatable results and not isolated cirumstances.

What relevance does you bringing up our shop video of the car making 903whp have with this topic at hand? We're stated our numbers at an SAE correction factor and then stated our numbers uncorrected for comparison since some shops use uncorrected values for their dyno numbers, is that wrong? Anyways enough about that, back onto topic...

When we're trying to identify this issue with the timing we need to have repeatable conditions while knowing all our variables. Carry on!

 

Just so you know, when I dyno a car I do two or three back to back pulls at the end to verify the tune remains consistant, however, what I greatly prefer is to conduct the same type of sampling on a road as that is the condition under which the car is driven.

Either way this subject is moot and unrealted to the case at hand as it would seem it is not a case of a car pulling a touch of timing under hot loading conditions but rather a car which is pulling timing unrelated to knock, or engine temp

 

Of course such methods are standard practice of a careful tuner.

However, I thought this thread was about a particular timing pulling condition which is exhibited constantly irrespective of knock ?

 

The reason I want to make this clear is that if members here are posting data I want them to do the same, make repeatable runs to get consistancy with what we're looking for.

 

thank you for sharing your info. Its refreshing to see vendors that aren't just driven by profit and actually shares their knowledge on subjects like these instead of dancing around the topic at hand.

 

What was the info or knowledge he shared again?