Hey man, as long as the car is still running, its all good

 

How is your boost being controlled? I didn't see if in your sigs you have aftermarket BC or not. If its still using the stock ECU get them to look into that as well. Safeguards on those olds tunes were completely removed.

Edit. Looks like the BR stage 1 comes with an MBC...ignore .

I'm a nobody and I don't believe in matching the high octane/low octane the same either, nor block tuning nor several other things (settings boost limit through the roof, zeroing out all boost correction on a car with stock BCS etc.)...but the good thing about being a nobody is that no one has to care about what I think .

 

You are talking about the sad case of the customer whom elected to apply NOS (nitrous oxide) to his otherwise stock Evo IX - this against my advice and suggestion. How Ironic BTW - that his low octane map was set to very low timing values and super rich. Despite this his engine exploded even though the ecu did not detect any knock and did not pull any timing - (I know this becuase I was data logging the incident live.) I am not a fan of using NOS on a stock evo as the pistons and wrist pins are really not strong enough to do so in a reliable fashion. I have had some sucesss on my own personal Evo back in the day when they first came out and also I had success with a few customers who always used race gas when spraying. Despite this, NOS is not something I recomend to customers. With the car you speak of on the first application of NOS the piston exploded within about one half of a second.

Customers who want to tune with NOS must sign a waiver that advises them that NOS is not recomended on stock engines.

 

While this is true in theory and there really is no harm to utilize this feature of the factory ecu.

However the reality is that a properly tuned car will never stop operating on the high octane map unless a sereve problem arises.

As I have previosuly explained the instructors at Tech Tom originally suggested that I fix the high and low octane maps the same and I saw no problems with that method in my extensive beta testing. Some customers have well over 100,000 miles with that method with no problems.

Also as I have also previously explained - its all a moot issue as I have incorporated more conservatively mapped LOW octane maps in all tuned I do for the past year.

The reason why I started to do that is because many customer told me that they felt more comfortable with a weak low octane map set up.

 

I have been PM'd and asked to comment further in this thread.

The best information I can provide is that it is true that factory knock control and timing retard is in effect if low and high octane maps are the same.

The low octane ignition map is fairly unimportant and unresponsive unless the vehicle has knocksums for an extended period of time. At least "minutes" and not seconds or milliseconds which is taken care of by the factory knock control, not to be confused by the low octane maps.

One of the only times low octane fuel and timing maps will come into use is an extended period of time of sustained knock. It is not designed to be an automatic and fast transitioning change designed to protect the motor. This is the job of knock control which is independant of the high and low octane maps.

Now if you have an overly aggressive timing or fueling map, that is an entirely different problem.

 

Unimportant unless you're completely stock and run on the 91 crap they call gas out here in cali I had my octane flag drop into the low 90s after some hard driving.

 

Low 90's octane flag would be lucky to pull out just 1* of timing on stock mapping.

 

let the knock counts be your guide, not the octane flag.

 

What worries me is if somehow, a tank of regular gas were to get into my car. This is where the "low octane" maps save the day.

 

Attached is a log that is an example of what happens when you collapse the high and low octane ignition maps. This is an 05 Evo 8 that was tuned or shall I say "tooned" by tuning tech here in SoCal. This is the third log that we did on the car and the knock was high and the octane flag has decremented to the 90s. The ECU was clearly searching for the low octane ignition map, but could not find it since the "tooner" had collapsed the ignition maps.

This sort of practice has to stop. It is a tragic disgrace that this sort of practice takes place.

 

nj, that's a good example...the ECU realizes something is wrong, with an octane flag of below 90, and yet it can't get rid of the knock because the Low Oct. maps are aggressive.

 

 

What's so confusing .... had my car tuned by Al a while ago, and now I have found a much better tuner here locally!!

 

Thanks for everybody's input ... feels good to know that my current tune is much safer!!

 

Add add +1 for me on both the professionally and tune there own, I don't have vendor status so I don't advertise my services..