Anybody mind post their AFR Target tables?
#22
Boost Czar
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whatever you love mine too:
vs.
Pretty similar if you ask me. The 5000+ vacuum rows hardly matter, and I kept my 100kPa the way I did because I found that if I was cruise on the highway and little low vacuum, it would go rich too early. I have no problems going from 14.5 to 12.6:1 between 1-3psi.
vs.
Pretty similar if you ask me. The 5000+ vacuum rows hardly matter, and I kept my 100kPa the way I did because I found that if I was cruise on the highway and little low vacuum, it would go rich too early. I have no problems going from 14.5 to 12.6:1 between 1-3psi.
#24
Boost Pope
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Peak torque for gasoline is somewhere between 13:1 and 12.5:1, so we're already a tad richer than is optimal.
Unless somebody can show me dyno proof that running at 11:1 allows them to put in so much more timing that it's significantly more powerful, I'm unconvinced of the utility of running much richer than I do now.
Unless somebody can show me dyno proof that running at 11:1 allows them to put in so much more timing that it's significantly more powerful, I'm unconvinced of the utility of running much richer than I do now.
#26
Tour de Franzia
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Peak torque for gasoline is somewhere between 13:1 and 12.5:1, so we're already a tad richer than is optimal.
Unless somebody can show me dyno proof that running at 11:1 allows them to put in so much more timing that it's significantly more powerful, I'm unconvinced of the utility of running much richer than I do now.
Unless somebody can show me dyno proof that running at 11:1 allows them to put in so much more timing that it's significantly more powerful, I'm unconvinced of the utility of running much richer than I do now.
#27
Actually, that raises an interesting point - only at high RPM. In fact, only in high gear. If I had a gear selector, I would only have it that lean in the top gear. Also, below 4,000 rpm, I couldn't "cruise" there, even uphill, in top gear, so I should richen it up.
Perhaps an AFR target the leans out anytime you maintain "constant rpm" ( (delta)rpm/s < 100) since you're cruising anyway.
Yeah - "safe" is up to interpretation. Personally, I'd look at the leanest someone you trust is running with success, and copy it. :-) There's no reason to go higher than 12.5 as joe said. Really, peak power is close to the number you want, after that it's all safety. Water injection, or monitor EGT's, and you should be free and clear. I wonder if you can add a point to AFR if EGT's raise over some amount and stay there for more than some time.
#29
Former Vendor
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Peak torque for gasoline is somewhere between 13:1 and 12.5:1, so we're already a tad richer than is optimal.
Unless somebody can show me dyno proof that running at 11:1 allows them to put in so much more timing that it's significantly more powerful, I'm unconvinced of the utility of running much richer than I do now.
Unless somebody can show me dyno proof that running at 11:1 allows them to put in so much more timing that it's significantly more powerful, I'm unconvinced of the utility of running much richer than I do now.
#30
Thankfully, they have the option of ignoring me. :-)
Besides, it's decently modular, so you can leave out as much as you want. The serial code, for instance, might be bigger, but it sure is inclusive, and runs much, much faster than MS-II, over the same connection. I'd like to think of it as an improvement. Leaves more time for sillyness.
Besides, it's decently modular, so you can leave out as much as you want. The serial code, for instance, might be bigger, but it sure is inclusive, and runs much, much faster than MS-II, over the same connection. I'd like to think of it as an improvement. Leaves more time for sillyness.
#33
Peak torque for gasoline is somewhere between 13:1 and 12.5:1, so we're already a tad richer than is optimal.
For an otto cycle running at 1 bar absolute.
Unless somebody can show me dyno proof that running at 11:1 allows them to put in so much more timing that it's significantly more powerful, I'm unconvinced of the utility of running much richer than I do now.
Depends on the setup, but some boosted engines make more power running rich than lean. With my conservative timing map, I notice more power running 12.5:1 than 11:5:1. Yet some people (like Savington for example) make more power by keeping it rich to get spark dialed in aggressively.
For an otto cycle running at 1 bar absolute.
Unless somebody can show me dyno proof that running at 11:1 allows them to put in so much more timing that it's significantly more powerful, I'm unconvinced of the utility of running much richer than I do now.
Depends on the setup, but some boosted engines make more power running rich than lean. With my conservative timing map, I notice more power running 12.5:1 than 11:5:1. Yet some people (like Savington for example) make more power by keeping it rich to get spark dialed in aggressively.
Last edited by patsmx5; 01-06-2009 at 08:53 PM.
#35
Remove all uncertain images from your life by stabbing out your eyes.
Sorry, 11:1 everywhere is a joke, beyond wasteful, hurts everything, etc.
Heh. Touche. :-) Though to be fair, every problem I had was when running an open loop, untuned, no wideband, piggyback system which fought the stock computer, and had an injector rail which was basically designed to fall off, leaning out the motor. Since the MS, where I can actually CHOOSE how much fuel or timing I get, things have held together just fine.
#37
Boost Pope
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This I can vouch for. Abe is the only man I know who has bathed his whole engine compartment in gasoline several times (while driving) and yet still does not carry a fire extinguisher. Hell, I started carrying one because of him, and I don't even have a piggyback rail.
#38
Oh, no, I got one... It's just that gasoline has never prompted me to go digging for it the way oil leaks have.
Actually, I'm quite happy with my "midsized" extinguisher, and carry it all the time - no only worry is that sometimes in the trunk it'll get burried, not good for fast access. But there's not a lot of room in the cab, even though it's slender.
Actually, I'm quite happy with my "midsized" extinguisher, and carry it all the time - no only worry is that sometimes in the trunk it'll get burried, not good for fast access. But there's not a lot of room in the cab, even though it's slender.
#39
Might as well take all the air out of the tires so when you walk up to the car, all you have to check for is the rims touching the ground. And, stop using unpredictable gasoline in the car, who KNOWS what "92 octane" really means, let alone if it's reliable. I'd say run nice, pure, predictable water.
Remove all uncertain images from your life by stabbing out your eyes.
Sorry, 11:1 everywhere is a joke, beyond wasteful, hurts everything, etc.
Heh. Touche. :-) Though to be fair, every problem I had was when running an open loop, untuned, no wideband, piggyback system which fought the stock computer, and had an injector rail which was basically designed to fall off, leaning out the motor. Since the MS, where I can actually CHOOSE how much fuel or timing I get, things have held together just fine.
Remove all uncertain images from your life by stabbing out your eyes.
Sorry, 11:1 everywhere is a joke, beyond wasteful, hurts everything, etc.
Heh. Touche. :-) Though to be fair, every problem I had was when running an open loop, untuned, no wideband, piggyback system which fought the stock computer, and had an injector rail which was basically designed to fall off, leaning out the motor. Since the MS, where I can actually CHOOSE how much fuel or timing I get, things have held together just fine.
FWIW, I have a small fire extinguisher infront of the passengers seat, velcro'd to the floor. Fits fine, isn't in the way of anything, and is very handy.