How to detect pulling of timing?
Originally Posted by bhcevo
Thanks Malibu. I'm getting about 5 lines per second or so. Hmm...seems kinda on the low end.
This just occurred to me. If I only logged the handful of parameters I cared about I'd log faster no? In this case I would uncheck lots of the boxes in the evoscan big window...
This just occurred to me. If I only logged the handful of parameters I cared about I'd log faster no? In this case I would uncheck lots of the boxes in the evoscan big window...
Did you plug in both cables (the obdII connector and the other single wire connector) before turning on the ignition? You have to do that in order to put the ecu in diagnostic mode and get the high sample rates, in addition do like jack said and turn on turbo mode and minimize the window.
I'm able to get around 80/s on a very old p3 vaio laptop.
Originally Posted by MalibuJack
Turn on Turbo scan mode in the dropdown.. It should log quite a bit faster...
Originally Posted by bhcevo
The first thing I do is calculate load using the approximate formula: load = AirFlow*852/rpm. You can then assume this load is correct and go ahead with the analysis I offered above. This works out pretty well for me much of the time, but I don't rely on this analysis only.
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Originally Posted by hondafan
in this formula, what measure of "airflow" applies?
AirFlow in the equation means what evoscan logs in its AirFlow column.
so take the Airflow number column, divide by the RPM number column, and multiply by 852.
i don't have evoscan since i don't have a laptop, all i have is a pocketlogger which logs MAF Hz i believe. and i just noticed it doesn't even log knock sensor voltage, that sucks!
Originally Posted by hondafan
i don't have evoscan since i don't have a laptop, all i have is a pocketlogger which logs MAF Hz i believe. and i just noticed it doesn't even log knock sensor voltage, that sucks!
Also, the comment about timing only going up during a pull is not entirely correct. If you are still on the stock timing maps, there are areas where the timing will go up/down/up by design - although the overall trend is for timing to increase with RPM.
l8r)
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Originally Posted by hondafan
i don't have evoscan since i don't have a laptop, all i have is a pocketlogger which logs MAF Hz i believe. and i just noticed it doesn't even log knock sensor voltage, that sucks!
If this is the case then proceed as I suggested above with the values your pocketlogger gives you.
Originally Posted by vboy425
this is an really easy answer, log your timing and see if it dips. for example
let say this a log see how the timing as it climb up and start to go back down?? the turbo hit full spool at about 3500-3800rpm base on load condition, at that momment your timing should drop down to like 4 or 5 degree of timing and form there it should steady climb up
rpm timing
3000 5
3500 6
4000 7
4500 5
5000 5
5500 6
6000 7
6500 14
7000 18
let say this a log see how the timing as it climb up and start to go back down?? the turbo hit full spool at about 3500-3800rpm base on load condition, at that momment your timing should drop down to like 4 or 5 degree of timing and form there it should steady climb up
rpm timing
3000 5
3500 6
4000 7
4500 5
5000 5
5500 6
6000 7
6500 14
7000 18
Originally Posted by TTP Engineering
This is not the correct method as stock and credible tuners reduce ignition timing at peak torque so you will have dips on a properly tuned map even without knock.
Late? Later? What is your question?
If you meant "later", then yes as high cyl pressures at peak tq is one of the locations where the highest probability of knock is. After peak tq the timing is ramped up to redline.
If you are able to keep ign timing constant without a dip, then there is additional room either before or after peak tq to add timing, IMO.
If you meant "later", then yes as high cyl pressures at peak tq is one of the locations where the highest probability of knock is. After peak tq the timing is ramped up to redline.
If you are able to keep ign timing constant without a dip, then there is additional room either before or after peak tq to add timing, IMO.
Last edited by TTP Engineering; Aug 2, 2006 at 09:52 AM.
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Originally Posted by TTP Engineering
Late? Later? What is your question?
If you meant "later", then yes as high cyl pressures at peak tq is one of the locations where the highest probability of knock is. After peak tq the timing is ramped up to redline.
If you are able to keep ign timing constant without a dip, then there is additional room either before or after peak tq to add timing, IMO.
If you meant "later", then yes as high cyl pressures at peak tq is one of the locations where the highest probability of knock is. After peak tq the timing is ramped up to redline.
If you are able to keep ign timing constant without a dip, then there is additional room either before or after peak tq to add timing, IMO.
Problem Solved!!!
Ahahaha.
Originally Posted by Ludikraut
The next time you think about spending $$$ on a cool Evo mod, STOP. Go to eBay, find an older laptop (IBM T20 will do nicely, for example) for cheap, then get ECUflash and Evoscan and the tactrix cable.
l8r)
l8r)
. i guess i'll start looking for a used laptop, just one that's able to run windows XP should be good right? any one know if evoscan's airflow is in Hz like a pocketlogger?