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FlyboyS4
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« Reply #120 on: September 24, 2014, 04:08:01 PM »
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B_kl, but you won't catch it 99% of the time because you aren't logging crank sychroneously.
Or were you asking how I decided it was only one knock event on the two cylinders?
I was wondering how it was determined from the chart on the previous page, containing this explanation. We can also see two knock events. One at 2200rpm, 150ish load. One at 2500, 160ish load. Take a look at the values for in KFZW where 2500rpm and 150 load intersect. Reduce timing in that area. NOTE! Just because CF is 3, does not mean you have to pull 3 degrees! One knock event at that RPM means CF's will be 3. This is actually not bad, and can be left as is, but I wanted to post for illustration purposes. |
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phila_dot
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« Reply #121 on: September 24, 2014, 04:25:27 PM »
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Ignition is retarded by krfkw from KRFKN for each knock occurance. KRFKN ranges from 1.5-3* based on RPM.
In this example ignition was retarded by 2.25* then began advancing back to 0* retard. If there were more knock events, then ignition angle would have been retarded again/further.
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ddillenger
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« Reply #122 on: September 24, 2014, 04:32:24 PM »
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I agree. If I were tuning this I would not alter timing for knock on 2 cylinders. That, to me, is ideal. It shows you're at the very limits of what is possible on the setup without surpassing them. I just explained how to do it because not everyone will be in as good of shape after increasing boost.
I still can't fathom how everyone was confusing KFZW and KFZW2.
I am very glad to see you here phila. Drop some nuggets of wisdom. You've see where we started, what, in your opinion, should we be doing differently (if anything) and next? I don't want to monopolize this thread.
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Please, ask all questions on the forums! Doing so will ensure the next person with the same issue gets the opportunity to learn from your experience!
Email/Google chat:
DDillenger84(at)gmail(dot)com
Email>PM
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FlyboyS4
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« Reply #123 on: September 24, 2014, 04:40:25 PM »
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This is the stock tune with 93 octane gas.  |
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phila_dot
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« Reply #124 on: September 24, 2014, 05:53:45 PM »
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This is the stock tune with 93 octane gas. Not really comparable. Generally lambda 1 and much lower load. |
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Lost
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« Reply #126 on: September 24, 2014, 10:02:17 PM »
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What are you confused about?
About writing mistake DD had, that was also pointed out above. This is very clear to me, I only asked for misspelling being corrected BC of the nature of this thread I also had a question before that, just after DD posted this graph. Would you be kind and straight it out for me? |
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nyet
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« Reply #128 on: September 25, 2014, 09:14:21 AM »
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« Last Edit: September 25, 2014, 11:23:52 AM by nyet »
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ME7.1 tuning guideECUx PlotME7Sum checksumTrim heatmap toolPlease do not ask me for tunes. I'm here to help people make their own. Do not PM me technical questions! Please, ask all questions on the forums! Doing so will ensure the next person with the same issue gets the opportunity to learn from your ex
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FlyboyS4
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« Reply #129 on: September 25, 2014, 10:15:00 AM »
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HBN limit maybe?
No idea what HBN is. |
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phila_dot
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« Reply #130 on: September 25, 2014, 10:29:31 AM »
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No idea what HBN is.
KFLDHBN - max pressure ratio |
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phila_dot
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« Reply #131 on: September 25, 2014, 10:42:33 AM »
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Thanx gays this is by far most giving explanations i have seen. Question. Can we say that 2.7T Engines Always use in BOTH cams KFZW2 at low rpms, and KFZW both cams in high rpms ( meaning after swichover)  If we lower or bump up timing for ie .75 deg, is the effect lowering or bumping up LOAD in those areas? Meaning getting more TQ in this areas?? Gays? What do you mean by both cams? B1 and B2? Or intake and exhaust? Both banks are adjusted together. Only the intake cams are adjustable. Advancing timing towards MBT increases torque. |
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nyet
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« Reply #132 on: September 25, 2014, 10:56:20 AM »
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HBN limit maybe?
I think the stock values are around 2.3 tapering to 1.8 (17 to 11 psi relative), so that makes no sense anyway. Something else is amiss. |
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ME7.1 tuning guideECUx PlotME7Sum checksumTrim heatmap toolPlease do not ask me for tunes. I'm here to help people make their own. Do not PM me technical questions! Please, ask all questions on the forums! Doing so will ensure the next person with the same issue gets the opportunity to learn from your ex
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Lost
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« Reply #133 on: September 25, 2014, 11:03:22 AM »
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Gays?
What do you mean by both cams?
B1 and B2? Or intake and exhaust?
Both banks are adjusted together. Only the intake cams are adjustable.
Advancing timing towards MBT increases torque.
Oj, sorry misspelling. Yes, I mean B1 and B2. I am just trying to understand this 100%, that's why stupid questions  |
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phila_dot
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« Reply #134 on: September 25, 2014, 11:13:07 AM »
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I think the stock values are around 2.3 tapering to 1.8 (17 to 11 psi relative), so that makes no sense anyway.
Something else is amiss.
You are assuming ambient pressure. Easy solution is to log the variables. Has KFTARX been modified? |
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