If anything comes of this, it's gonna be me learning how to read EFI stuff. LOL

Your scan showing the afr, that is commanded not actual right? How do you get actual afr in to the graph scan? I see it in the data tab, just going back and forth sucks.

The last scan with hardly any knock...
Frame 217
55%TPS 48MPH 2700RPM 12.63real&12.05commandedAFR 178*IAT 11*Advance 103MAP 25LBSMAF & 9158Hrtz

Frame 604
72%TPS 31MPH 2400RPM 12.09real&12.5commandedAFR 169*IAT 9.5*Advance 103MAP 29LBSMAF & 9213Hrtz

Frame 1107
59%TPS 38MPH 2655RPM 11.70real&12.05commandedAFR 185*IAT 8*Advance 103MAP 26LBSMAF & 9211Hrtz

I only state these as so we all can see with out downloading the file the common occurence in kr in the last file. High IAT's certainly robbing some power from your spark tables, I guess as they should.

Ahhh, the high load low rpm cells. Interested in what this will look like once the 110 is gone. Notice the dive in spark just after the kr goes away in frame 604? TM? Your knock is in the same ve map/rpm region and the same maf lb/hertz spots.

I bet your sensors in combination are just turned up to high so your filter got most us this stuff, but the originating kr is hidden inside the low rpm/high map areas still. He is on 110 octane fuel right now, those .8 kr's if real, will turn into 2's and 3's once he is back on pump gas.

 

Right click on the graph summary area that you want to change and you can select whatever logged item to display.

 

right click in one of the 4 quadrants in the graph screen and then you select "graph properties". There you can select which "PID" or logged item you want to view for each of the sections of that quadrant. You can change the limits, fonts, size and other things there too. You have four selections for each quadrant and four quadrants in the screen for a total of 16 different PIDs you can monitor at once. I attached some screen shots.

yes, i see that, and i am worried too about what the KR will look like once i get the 93 back in there. Only one way to find out i guess. Sure as hell aint puttin 110 in there all the time....or am I... . So what is the best way to start addressing my problem areas? As you mentioned they seem to be in pretty much the same place.....guess i need to ramp up the VE table in those areas? Not sure how to adjust the MAF settings yet. I think that has got to be TM ion that one spot there DEW.

Can you explain what you mean here? How would i address that?

 

My opinion, leave it alone for now. Drive the 110 out of it. Always scanning, making sure you don't get some crazy out of sequence kr that you aren't expecting.

What I meant was what justin said...your filter nailed most of it. Now the real stuff can handled once the 110 is gone.

 

I got about a quarter tank of the 110 left. I will get a few more miles out of it and put some 93 in on Friday. Sucks that i want to go to the track on Friday and i dont know what effect this 93 is going to have... . I will see i guess.

 

Your VE and MAF calibration are spot on (as apparent by your BEN factors shown in a few of your logs). We've shown that your knock is almost entirely reduced with that IAT spark table you have in there. Start playing with the values in there... pull out a tad more timing and it should be all gone.

 

blah, go anyway, just log your run. Back off if it's bad.

 

What he says, do it. Set up an alarm on the KR gauge so it'll scream at you if your KR starts to pick up.

 

yeh last night looking at his logs of actual versus commanded, he was damn close. A little rich even. Just in my opinion from the scans he isn't going into the commanded fast enough for such a heavy vehicle. Just my 2cents. 8* of spark at 178* of IAT is pretty safe sounding. Couldn't imagine taking more. LOL But I also can't imagine 180* IAT helping much either.

 

Yup, that intercooler is close to being bought. Another couple of weeks and i should have enough saved to get it. $1800 for a stupid intercooler.... .