Timing map w/logs. What am I doing wrong?
Yes, the Low Octane map is the lowest timing values the ECU will adjust to when knock is present. I generally recommend having it at least 5* lower than your High Octane values in the WOT range. Most just leave the stock timing values in the Low Octane map though.
No - the low octane map is for "long term" timing adjustments. The ECU uses an"octane value" stored in the ECU to decide how much it interpolates between the high and low octane maps. The "octane value" starts at 100% - meaning that the car is running 100% on the high octane map and 0% on the low octane map. If the ECU detects enough knock, then the "octane value" gradually diminishes and the ECU starts interpolating the values in the high octane map with those in the low octane map.
As an example, let's say that at a given rpm/load, your high octane timing map calls for 10 degrees of advance, and your low octane map calls for 0 degrees. With the octane value at 100%, the ECU will attempt to run 10 degrees, but if the octane value comes down to 60% after prolonged and heavy knocking, then it will run 6 degrees.
That being said, even if your high and low timing are exactly the same, the ECU will still pull timing immediately after it detects knock, and gradually try adding it back when the knock clears up. After that pull though, if you do another one then it'll try running exactly the same timing as it tried before, it won't remember that the last pull knocked, unless you had enough knock to get it to interpolate between the 2 maps. Think of it as "short term" timing adjustments as opposed to the "long term" adjustment made by the octane value, which is stored in the ECU and that you can't just reset. As the car runs under boost knock-free, the octane value will gradually rise back up to 100%.
Hopefully that makes sense.
JoT, or anyone else for that matter, if I made any mistakes in my explanation, please correct me!
As an example, let's say that at a given rpm/load, your high octane timing map calls for 10 degrees of advance, and your low octane map calls for 0 degrees. With the octane value at 100%, the ECU will attempt to run 10 degrees, but if the octane value comes down to 60% after prolonged and heavy knocking, then it will run 6 degrees.
That being said, even if your high and low timing are exactly the same, the ECU will still pull timing immediately after it detects knock, and gradually try adding it back when the knock clears up. After that pull though, if you do another one then it'll try running exactly the same timing as it tried before, it won't remember that the last pull knocked, unless you had enough knock to get it to interpolate between the 2 maps. Think of it as "short term" timing adjustments as opposed to the "long term" adjustment made by the octane value, which is stored in the ECU and that you can't just reset. As the car runs under boost knock-free, the octane value will gradually rise back up to 100%.
Hopefully that makes sense.
JoT, or anyone else for that matter, if I made any mistakes in my explanation, please correct me!
It's called "Octane level". Here's the info to add it if you can't find it.
Code:
<DataListItem DataLog="N" Color="" Display="Octane Level" LogReference="OctaneFlag" RequestID="27" Eval="100*x/255" Unit="%" MetricEval="" MetricUnit="" ResponseBytes="1" GaugeMin="0" GaugeMax="100" ChartMin="0" ChartMax="100" ScalingFactor="1" Notes="The Octane Level will start at 100% and decrease if there is persistant knock sum present. the Octane Level % is used as part of adjustment to the Timing to help protect the engine from excessive knock, normally caused by lean fuel conditions (excessive heat), or bad octane fuel." Priority="1" Visible="False" />
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From: Rio Rancho NM
You are correct sir. Once knock is registered (phantom or real) the ecu keeps the timing pulled until it sees the issue go away....THEN there is a decay time as it slowly ramps back up to normal.
If you get knock during spoolup (100 load and up), it will easily continue to affect your timing curve as you pass the peak torque area on a stock turbo since it spools ridiculously fast. The best way to tune is start with is the spoolup area, then peak torque, then midrange, and tune the top end last. That's the most extensive way of fine tuning your tune, IMO.
If you get knock during spoolup (100 load and up), it will easily continue to affect your timing curve as you pass the peak torque area on a stock turbo since it spools ridiculously fast. The best way to tune is start with is the spoolup area, then peak torque, then midrange, and tune the top end last. That's the most extensive way of fine tuning your tune, IMO.
No - the low octane map is for "long term" timing adjustments. The ECU uses an"octane value" stored in the ECU to decide how much it interpolates between the high and low octane maps. The "octane value" starts at 100% - meaning that the car is running 100% on the high octane map and 0% on the low octane map. If the ECU detects enough knock, then the "octane value" gradually diminishes and the ECU starts interpolating the values in the high octane map with those in the low octane map.
As an example, let's say that at a given rpm/load, your high octane timing map calls for 10 degrees of advance, and your low octane map calls for 0 degrees. With the octane value at 100%, the ECU will attempt to run 10 degrees, but if the octane value comes down to 60% after prolonged and heavy knocking, then it will run 6 degrees.
That being said, even if your high and low timing are exactly the same, the ECU will still pull timing immediately after it detects knock, and gradually try adding it back when the knock clears up. After that pull though, if you do another one then it'll try running exactly the same timing as it tried before, it won't remember that the last pull knocked, unless you had enough knock to get it to interpolate between the 2 maps. Think of it as "short term" timing adjustments as opposed to the "long term" adjustment made by the octane value, which is stored in the ECU and that you can't just reset. As the car runs under boost knock-free, the octane value will gradually rise back up to 100%.
Hopefully that makes sense.
JoT, or anyone else for that matter, if I made any mistakes in my explanation, please correct me!
As an example, let's say that at a given rpm/load, your high octane timing map calls for 10 degrees of advance, and your low octane map calls for 0 degrees. With the octane value at 100%, the ECU will attempt to run 10 degrees, but if the octane value comes down to 60% after prolonged and heavy knocking, then it will run 6 degrees.
That being said, even if your high and low timing are exactly the same, the ECU will still pull timing immediately after it detects knock, and gradually try adding it back when the knock clears up. After that pull though, if you do another one then it'll try running exactly the same timing as it tried before, it won't remember that the last pull knocked, unless you had enough knock to get it to interpolate between the 2 maps. Think of it as "short term" timing adjustments as opposed to the "long term" adjustment made by the octane value, which is stored in the ECU and that you can't just reset. As the car runs under boost knock-free, the octane value will gradually rise back up to 100%.
Hopefully that makes sense.
JoT, or anyone else for that matter, if I made any mistakes in my explanation, please correct me!
Yes thank you it is clear ! Can we turn of the ecu do not pull timing on knock ?
With the periphery FAA bit 7 the Enable High oct ign map look up set 0 ? Than I have to tune the low octance map ?
The Alt map High octane ign map will diseable too ?
Trust me, you don't want to disable the ability to have the ecu pull timing when knock occurs. That's a very bad idea. That's low removing the part of the brain that makes you remove your hand from a hot surface.
Yes I know that just have some problem with phanton knocking. I have to increase the knock multiplier low,mid,high more than 20% . I did it with a det can and 99ron fuel low timing advance. What does knock adder simple and tripple gain doing in the Evo 8 ecu ? Do we have anymore informations about it ? I coudn't find so much info in the Merlin ecuflash guide .
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