Let's see your fully tuned timing maps
Where would you recommend the smoothing in the fuel map? I wish there was a show me your fuel map thread. Still trying to understand it. How much of a change from cel to cel is too much in a fuel map?
Thanks Raptord! I had timing up to 23 at 7k-7500 RPM when I was at 27psi peak boost. At redline the boost tapers down to 18.5psi. With 30psi peak, at redline it tapers to 21.4psi. I'll experiment with more timing at 27psi.
Also, as you've probably already seen, a smooth fuel map doesn't always equate to smooth AFRs. Now it's entirely possible that I have some other issues that are causing my AFRs to be a little choppy, but if not, and I attempt to smooth out the real AFR values, there's going to be a nice dip at 6K that won't make the map look very nice. Like I said, there are just too many variables that play a factor from setup to setup to be able to glean anything by looking at others' maps.
The reason I don't think there's a thread for it is because fuel maps can very so much from car to car it would be tough to really learn anything by looking at someone else's fuel map, especially since the numbers don't represent actual AFRs. i.e. On my fuel map I have a huge block of 10.7s from 5500-7500 yet my AFRs go from 11.5@ 5K, to 11.8@ 6K, down to 11.2@ 7K. Obviously, I have some smoothing to do but you get my point.
Also, as you've probably already seen, a smooth fuel map doesn't always equate to smooth AFRs. Now it's entirely possible that I have some other issues that are causing my AFRs to be a little choppy, but if not, and I attempt to smooth out the real AFR values, there's going to be a nice dip at 6K that won't make the map look very nice. Like I said, there are just too many variables that play a factor from setup to setup to be able to glean anything by looking at others' maps.
Also, as you've probably already seen, a smooth fuel map doesn't always equate to smooth AFRs. Now it's entirely possible that I have some other issues that are causing my AFRs to be a little choppy, but if not, and I attempt to smooth out the real AFR values, there's going to be a nice dip at 6K that won't make the map look very nice. Like I said, there are just too many variables that play a factor from setup to setup to be able to glean anything by looking at others' maps.
The reason I don't think there's a thread for it is because fuel maps can very so much from car to car it would be tough to really learn anything by looking at someone else's fuel map, especially since the numbers don't represent actual AFRs. i.e. On my fuel map I have a huge block of 10.7s from 5500-7500 yet my AFRs go from 11.5@ 5K, to 11.8@ 6K, down to 11.2@ 7K. Obviously, I have some smoothing to do but you get my point.
Also, as you've probably already seen, a smooth fuel map doesn't always equate to smooth AFRs. Now it's entirely possible that I have some other issues that are causing my AFRs to be a little choppy, but if not, and I attempt to smooth out the real AFR values, there's going to be a nice dip at 6K that won't make the map look very nice. Like I said, there are just too many variables that play a factor from setup to setup to be able to glean anything by looking at others' maps.
Also, as you've probably already seen, a smooth fuel map doesn't always equate to smooth AFRs. Now it's entirely possible that I have some other issues that are causing my AFRs to be a little choppy, but if not, and I attempt to smooth out the real AFR values, there's going to be a nice dip at 6K that won't make the map look very nice. Like I said, there are just too many variables that play a factor from setup to setup to be able to glean anything by looking at others' maps.
FINALLY ditched my crappy LC1 and got up and running on an aem inline uego. afr is almost 2 points leaner than my lc1 was showing, since its a pretty believable reading now, i need to push the injectors harder and get it richened up a little. Then im not sure if i should go after another pound of boost, or more timing.
car pretty much makes 330/300 barely touching 24 psi on VD every run. Looks like i have a cell interpolation loss of a degree around 240-250 load i need to fix too.
now i just need a new front o2 sensor so i can see my spool afr's. will post my timing map later, its on my other computer still.
car pretty much makes 330/300 barely touching 24 psi on VD every run. Looks like i have a cell interpolation loss of a degree around 240-250 load i need to fix too.
now i just need a new front o2 sensor so i can see my spool afr's. will post my timing map later, its on my other computer still.
Last edited by killerpenguin21; Aug 7, 2011 at 08:54 AM.
I think most people try to use a similar philosophy as with timing and try to stay within .3 cell to cell, but again, it all depends on the setup and a change of .3 in the map may or may not correlate to a change of .3 in the actual AFRs.
take a look at my fuel/timing map...
VD @ midnight around 70 degrees about 750 altitude on a straight away
the "AFTER" VD graph is after I stopped and changed the AFR a little bit.
So far I'm hitting around 23 psi with no knock (if you look at the log you'll see 1 count of knock from 2800 to 3500 rpm.. should I retard timing?
any commmentsss?
btw mods are catless tbe, intake filter, fuel pump, licp, mbc, and ix dv on 91 octane
VD @ midnight around 70 degrees about 750 altitude on a straight away
the "AFTER" VD graph is after I stopped and changed the AFR a little bit.
So far I'm hitting around 23 psi with no knock (if you look at the log you'll see 1 count of knock from 2800 to 3500 rpm.. should I retard timing?
any commmentsss?
btw mods are catless tbe, intake filter, fuel pump, licp, mbc, and ix dv on 91 octane
Last edited by taylorgang; Aug 7, 2011 at 07:33 PM.
Taylorgang...you need to be careful on the timing, you are running ATDC during spoolup. -1 degree will cause your EGT's to be very high. Over time that will damage the turbo. Needs to be around 2-3 degrees.
Try more timing in 2 degrees adjustments until it starts to knock 3 or more counts. then back off 1 degrees. You can also add a little more fuel with the timing to see if that controls any knock.
For a well tuned Evo 8 2-3 degrees at peak torque and 11-13 degrees at high rpm seems to be what many good maps display.
Try more timing in 2 degrees adjustments until it starts to knock 3 or more counts. then back off 1 degrees. You can also add a little more fuel with the timing to see if that controls any knock.
For a well tuned Evo 8 2-3 degrees at peak torque and 11-13 degrees at high rpm seems to be what many good maps display.
Taylorgang...you need to be careful on the timing, you are running ATDC during spoolup. -1 degree will cause your EGT's to be very high. Over time that will damage the turbo. Needs to be around 2-3 degrees.
Try more timing in 2 degrees adjustments until it starts to knock 3 or more counts. then back off 1 degrees. You can also add a little more fuel with the timing to see if that controls any knock.
For a well tuned Evo 8 2-3 degrees at peak torque and 11-13 degrees at high rpm seems to be what many good maps display.
Try more timing in 2 degrees adjustments until it starts to knock 3 or more counts. then back off 1 degrees. You can also add a little more fuel with the timing to see if that controls any knock.
For a well tuned Evo 8 2-3 degrees at peak torque and 11-13 degrees at high rpm seems to be what many good maps display.
Thanks for the info! haha
ALSO... on my log I hit 270+ load... on my map the highest my load goes is 260.. how can I adjust the 280 column?
nvm found this: https://www.evolutionm.net/forums/ec...-viii-ecu.html
Last edited by taylorgang; Aug 7, 2011 at 08:22 PM.
Below is my map. 352whp and 346 ftlbs on VD. 25.5 psi tapering to 20. All boltons, no cat, 264/272 cams.
Yes, I enjoy the sounds my car makes when I shift.
a
