all my dynoflash timing map is.... is about 12 degrees added to a square block... what weird is I flashed my stock timing and tuned my car. what I came up with is a few degrees less then my dynoflash map because of so many knock counts. I was sent another map with similar timing maps which is pretty weird that people are arguing about this.

 

No one is saying that vendor maps are the same for each car, however a certain notoriety for 8* has been an unofficial trademark associated with certain reflashers. Another guy I know uses 7's. Sometimes it is easy to call them.

 

Setting aside the quality of the tune, I can tell you something else: Paul built my tune on my laptop, with my copy of EcuFlash, and my cable.

Maybe he just knows that 8s give big power (at the expense of safety.) It's not rocket science.

 

I think its about high time for people to stop assuming that because they see a block of 8's (regardless of how big or small) its automatically a DF map. I have a small block of 8s in my map as well for my own reasons and its superior to the purely academic "different value in every cell" theory on MY car.

 

Please explain your theory.

 

There is no theory. There is no reasons to make a block of any number. You advance the timing until you start to see 1-3 knock counts and you know you have reached the threshold for the given rpm and load cell. Back it off a degree if you like to drop it back to 0-1 counts.

 

https://www.evolutionm.net/forums/at...chmentid=95563

My original question was - has anybody noticed excessive knock during a pull that was from a downshift? Look, once again at the above attached logs They are 5 WOT pulls, not one long one, and the 3rd pull I had problem with:

1. 2nd gear
2. 3rd gear
3. This is the pull at question - was a 3rd gear pull, I was in 4th, clutch in - 4th to neutral - clutch out, blip, clutch in - neutral to 3rd - clutch out, then a WOT pull that felt slow (timing).
4. 3rd gear pull
5. 1st gear pull

As you can see the only log that pulled timing of the five was the downshift which was my original thread hijacking question. Somehow the topic was lost with cluttered unproductive arguments and my question never really got answered.

I don't think timing is a problem - with methanol, rich AFR, and less than 25 psi boost and as seen with all 4 other logs the engine easily took the timing as seen with -0- for knock sum in other collumns. The RPM is off from the shot clutch. Thanks

 

And that 'shot clutch' could conceivably create noise that can be mistaken for a knock event. It's impossible to know for certain, but it isn't unusual.

 

Thanks Ted B, I was thinking that too but Im not an expert by any means, but I did hear a faint but lasting screetching noise. Other possibilies are fuel starvation, but I have no wide band in use to confirm this did not happen.
It couldn't be W/M spray failure because the car would have only boosted to 14 psi.

Another possibility, which is also why I posted is the fact that the RPM was up there when I started increasing load from 160 to 260+ in -500 rpm (slipping clutch lol). This created knock that would otherwise not occurr during a typical 3 -7K WOT pull and that the ECU was sensitive to this unusual situation

Normally, 16 deg @ 6300+ is not a problem for me as I run a low W/M boost of 25 psi and rich, ineffiicient, I know. For my car, pinging most likely occurs at steep load transitions just prior of peak if not flat and just after from 10 to 14 degrees if transitions dont increase linear

 

There is no progressive injection system fast enough to keep up with the spool of an Evo 16g from punching it a 6000. Boost is instantaneous.

 

I didn't exactly punch it, I floored it real fast

 

I recorded same knock events when I downshifted. By the way, I don't have any clutch or exhaust related problems. So, Those knocks sum values are real knock counts.
Only way to make better is that you change the transient load area super rich and lower the timing. That helps but does not completely eliminate the problem. Also you sacrifice the part throttle performance and throttle response.