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Old May 10, 2004 | 04:38 PM
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I've pulled MORE than 2 degrees across the board (as many as 4 degrees in some places from the BASE map!) and it still knocks on 92. I've added a bit of fuel to the knock prone areas - but I'd much rather mess with timing than fuel (I think we're alike in that respect).

Maybe I'll have to get rid of the MBC, go to the UTEC boost control and regulate the onset of boost. That's the only factor that I'm not controlling very tightly.

I'm trying to save money, and fortifying my tank with $6.009/gallon 100 octane from 76 ain't helpin'.
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Old May 10, 2004 | 05:48 PM
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How does your current map look like? Are you running the currrent 4.2 firmware?
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Old May 10, 2004 | 08:47 PM
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I haven't upgraded the firmware in a while.

Folks, what I'm looking for here is examples of your ignition tables on stage 4 cars. I'll go get mine and post it and you guys can compare.
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Old May 11, 2004 | 01:14 AM
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Here's what I'm running (FMIC)
Timing Map
[-100] [-100] [-100] [-100] [-100] [-100] [-100] [-100] [-100] [-100] [-100]

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[-100] [-100] [-100] [-100] [-100] [-100] [-100] [-100] [-100] [-100] [-100]

[-100] [-100] [-100] [-100] [-100] [-100] [-100] [-100] [-100] [-100] [-100]

[-100] [-100] [-100] [-100] [-100] [-100] [-100] [-100] [-100] [-100] [-100]

This is a 20psi 91 octane Stage 4 VF30 FMIC map. I need to do some more logging, but even at high boost levels (20+) I've seen no knock. Wondering how it would fare with a TMIC.

San
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Old May 11, 2004 | 04:28 AM
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Thanks, San. Exactly what I'm looking for. Wow, that timing is pretty darned low. I guess I'll have to rethink my strategy on ignition advance on 92 octane swill.
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Old May 11, 2004 | 02:17 PM
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Code:
Timing Map
   [-100]   [-100]   [-100]   [-100]   [-100]   [-100]   [-100]   [-100]   [-100]   [-100]   [-100]
   [-100]   [-100]   [-100]   [-100]   [-100]   [-100]   [-100]   [-100]   [-100]   [-100]   [-100]
   [-100]     [30]     [30]     [30]     [30]     [30]     [31]     [31]     [31]     [32]     [32]
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   [-100]   [-100]   [-100]   [-100]   [-100]   [-100]   [-100]   [-100]   [-100]   [-100]   [-100]
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   [-100]   [-100]   [-100]   [-100]   [-100]   [-100]   [-100]   [-100]   [-100]   [-100]   [-100]
Hey, where's the toolbox?
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Old May 12, 2004 | 07:55 PM
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Not sure
what you mean by "low". I had to remind someone at the track that was knocking badly that lower numbers are more prone to knock than higher numbers as the numbers represent actual degrees before TDC. He was "lowering" his numbers and wondering why he was knocking. I haven't even played with this map to see if I can tune some more power out of it.

San
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Old May 12, 2004 | 08:21 PM
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Originally Posted by oldmansan
what you mean by "low". I had to remind someone at the track that was knocking badly that lower numbers are more prone to knock than higher numbers as the numbers represent actual degrees before TDC. He was "lowering" his numbers and wondering why he was knocking. I haven't even played with this map to see if I can tune some more power out of it.

San
San, I think you need to rethink that one...

You're setting total timing, not retarding timing from a set total. The UTEC has complete control of timing.

Lower #'s = lower total timing.

Higher #'s = higher timing (most likely more knock).
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Old May 12, 2004 | 08:45 PM
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I'm quoting from the manual,
under
"IGNITION TUNING

7. The values that are typed in each RPM/Load point in the timing map are actual ignition timing in dergrees "Before Top Dead Center" (BTDC)."

That's what my manual says. Am I missing something? If so let me know.

San
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Old May 12, 2004 | 08:57 PM
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The words you should be focusing on are "actual ignition timing". All timing stats are given in BTDC (you wouldn't want the spark to fire AFTER the piston is at the top of it's travel, right?)

Trust me on this one.

i.e. When the manual on an old V8 said "set initial timing to 10 degrees" (the implied portion was BTDC). When you set an engine to have "total timing of 32 degrees" it's in BTDC as well.

You're ADVANCING the spark event, meaning you do it EARLIER in crank rotation in degrees. This gives you a higher total timing number.

Retarding the timing means you do it LATER in the crank rotation cycle which puts the spark event closer to the piston being at the top of it's travel. That gives you a lower total timing number.
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Last edited by IS2Scooby; May 12, 2004 at 08:59 PM.
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Old May 12, 2004 | 09:43 PM
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Ok
Let me try this out. So if I increase the number of degrees BTDC I have an increased chance of knock because the the explosion will "fight" the rotating assembly? And by running a lower number (closer to BTDC) it's "safer" because it's closer to BTDC and less likely to knock? If so that's great because I probably have a lot more power to tune for. As long as I don't see knock I should be increasing my numbers?

San
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Old May 12, 2004 | 11:29 PM
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Well,
I've done some reading, and it appears I am like my timing, "retarded".

San
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Old May 12, 2004 | 11:46 PM
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Don't worry San...... here is some funnAy for you..... www.foctor.com/funnypics/products/fosters.jpg

***WARNING***
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Old May 12, 2004 | 11:49 PM
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Old May 12, 2004 | 11:50 PM
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Dude is looking right at her a$$...
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