how do these timing and fuel maps look? i did them my self.

on 91 octane, spiking 22 psi


the lines




RPM IPW Knock TimingAdv
1906 6.14 0 16
1968 6.4 0 16
2000 6.66 0 14
2125 6.91 0 14
2187 7.17 0 13
2250 7.42 0 13
2343 7.68 0 13
2437 7.94 0 13
2531 7.94 0 13
2593 8.7 0 13
2718 8.96 1 11
2812 9.98 1 10
2906 11.26 0 10
3031 13.31 0 7
3250 16.13 0 4
3375 17.66 1 2
3500 18.69 0 3
3656 18.94 0 2
3781 18.69 0 2
3968 18.69 0 2
4156 19.46 0 2
4281 18.94 0 3
4437 19.46 0 3
4562 19.71 0 3
4718 19.2 0 4
4968 19.71 0 4
5125 19.46 0 4
5250 19.46 0 4
5406 19.2 0 4
5531 19.46 0 5
5687 19.46 0 6
5812 19.46 0 7
5937 19.2 0 9
6093 18.69 0 10
6218 18.43 0 11
6343 18.18 0 11
6468 17.92 0 11
6593 17.66 0 13
6718 17.66 0 13
6812 17.41 0 15
6937 17.15 0 15
7031 17.41 0 16
7156 17.15 0 16



Data Log Lab Dyno #'s

 

You need a WB so you can log your O2. The log does not look bad though in my opinion running 22 psi. I am boosting 21 psi and get a lot of lnock above 6200 rpm. I think I got some bad gas though.

 

it spikes 22 then slowly drops to like 20 by redline

 

Do you mean 0-2 knock and then all of the sudden you have 9-10 counts?

 

Good job...The iginition map is better than some of the pro maps that I have seen.

Since you are not knocking, you have some room to make some changes:

1. From 3500-5000 @ load 260 I will set the timing @ 2* and test. If no knock, I will advance it to 3*.
2. At load 200 from 7000-7500, I will set timing to 16 just to be safe. I say this because I am now struggling with my 91 octane map and I am knocking with 15* timing @ the same rpm.
3. I will get a wideband ASAP. You MUST figure out where your AFR is for proper tuning. I suspect that it is on the rich side, but I do not know for sure.

 

ApexVIII,

You're a little off on your map tracing. Maybe you are using a calculated load to try to trace??

An easy way to trace without logging the real load is to look at your RPM and timing numbers where you don't have any knock. Since you have no knock, this is easy based on your posted log.

For example, at 3500 RPM you have 3* timing. That puts you right in the middle of the 240 load cell. But, in your trace, you show going to 260. Using another point, going to 5000RPM, you have 4* timing. That is the 240 load cell again.

Your log looks good, but make sure that you understand how to trace the maps better so that you are adjusting the correct cells.


Eric

 

Hi

I would advise that you look to smooth the cells in between those you have loged load through. Experiment with the interpolate function from the edit menu in your map.

MB

 

I agree with Eric, it looks like max load you hit was 250. At 3500 RPM like he said, your at 240 load column not 260, and it may have interpolated a bit of that 1* in the 260 cell to bring you to 2* in the next few 100 rpms up to 4k.

Im a big fan of smoothing my columns out like Burgers said too...heres a 91 map Ive been working off of for tunes. This is detuned, its just a base I start off with. But nice since it doesnt jump around in the cells.

John was the one that actually inspired me on to work them like that, since I saw his map. Makes for a really nice curve without the tune jumping around all over the place.

 

I'd agree on both points. The top end could be suffering a little from either too much fuel or occassional misses. Although it is most likely the former, a wideband would help find either.

-jjf

 

Wideband will never hurt, but just looking at the fuel map and assuming lean spool is still active, it should be 11.3-11.6 in the mid range which isnt too bad as far as rich ignition problems. Its a rough guess based on my experience with my IX and others with WB that I have tuned but if lean spool is inactive add approx 1.44 to the target AFR in closed loop for rough actual AFR (YRMV). With lean spool active its closer to 2.4 until the disable rpm (7000) when it will return to my aforementioned approximation. It generally errs on the side of caution still but its easy shorthand. For instance my guess about 11.3-11.6 will probably be discovered to be closer to 11-11.3 but hey better rich then lean.

 

**Deleted** Question was related to EvoIX Ecu, not VIII referenced here.

 

I am a newbie trying to learn as much as I can


Why is there a big negative dip at 0-1500 rpm at load 160-200 instead of more smoothed out values ? and aswell the -4 in rpm 0 at load 320.

Like I said I am just trying to start to understand this all

regards
Gudmundur

 

Seems very logical. FWIW, what grabbed my eye was the load curve, both by itself and in comparison to the calculated dyno curves (which I presumed to be a basic RPM slope calculation).

Certainly, I'd rather error on the side of too rich instead of too lean, but charge cooling is largely a myth (it exists, but the effect is very small if you actually examine latent heats and the small quantities involved). Most cooling comes from changes to the flame front and, after a certain point, loss of power. So, while I'd rather error on the side of rich - it is certainly possible to be too rich, even if the mix does not cause ignition problems.

However, I'm not really used to seeing logs without lambda or at least EGT. So I might be reading too much into the data at hand.

Thanks for the info!
-jjf

 

how come you 260 load cells are at like 6* and min is at like 1*? around 4000RPMS's

 

Look at the calculated load, its 320. So if he were for instance gonna get crazy and run 25psi on pump with a low restriction air filter this is where it would put him (or more accurately could put him) as far as load at that rpm. 260 is stock boost on a IX with mostly stock components, thus the difference.