Rushin

iTrader: (3)

Keep getting into 1200 degrees at cruising speeds. Not sure whats going on. I have closed loop working good so AFRs are at about 14.7, I might need to go a little leaner considering I am running E85. My timing in the area is about 45-48 advance, seems a little too much?

Braineack

iTrader: (62)

it is. your map should be maxed at ~40° and that's in the 20kPa area where you never hit. unless you're running like 16.0:1 in cruise.

Rushin

iTrader: (3)

What's good timing and afr for crushing? I end up being pretty high up in rpm at 65 because of my rear end.

Full_Tilt_Boogie

iTrader: (1)

You can run a ton of timing in cruise, its really something you have to tune by feel.

If you lean it out a lot youll have to give it a lot of timing to keep it smooth. Youre not going to hurt it, its under very little load.

Ive seen people lean way out to 17.x:1 in cruise in the name of mileage. Some say that you actually get better mileage by not running quite that lean, but Im not sure. Id image it depends a lot on the engine and atomization.

Rushin

iTrader: (3)

I see. I went to about 48 degrees and the car started to back fire a ton. Thinking 15.5-16 afr is about the tops I should be running. I see that 45 degrees is where tuner studio shows timing maxed out on the dash board gauge.

Braineack

iTrader: (62)

backfiring = too much fuel.

in cruise, the more you lean it out, the more timing you have to add.


i know hustler played with mpg and cruise a lot and found he made better mpg with a fatter afr and certain timing. something like that.

Full_Tilt_Boogie

iTrader: (1)

Theres not much point in running more than you need. Start down at 30 degrees and advance it until it stops bucking.

Rushin

iTrader: (3)

What should I start with first afr or timing?

SJP0tato

iTrader: (7)

Are you running 100% E85? If so you need an A/F ratio somewhere in the high 9's. If you're running a mix, there's tables/calculators out there that will tell you what A/F you should run between 9.x and 14.7

Rushin

iTrader: (3)

Yeah I run straight e85 but lc1 is just reading lambda, so when I see 14.7 it's actually at 9.76. So I tune like I am tuning gas but all the numbers are changed automatically. I hope this makes sense

albumleaf

iTrader: (7)

Hey Taras (this is Kent) IMO get your fueling right, then deal with timing afterwards. As you pass stoichiometric combustion you should see your EGTs drop.

hustler

iTrader: (6)

This is for my stock 1994.

I found that more spark angle and leaner fuel required an increase in TPS to maintain speed and ultimately and increase in PW. I played with this from Dallas to Houston 3 times, this is the end result. 27-29mpg at 79mph with a 5-speed/4.10 and a motor that's seen a ton of detonation.

This is also an 89-octane tune, lol.

Braineack

iTrader: (62)

thanks for posting that.

JasonC SBB

Geez you run 89 craptane at 10 psi?

hustler

iTrader: (6)

Naturally aspirated daily driver. I'll do a 91-tune when the VVT swap goes down later this year. Maybe 93 tune and pull 3* for Oklahoma racing for the day my daily lives the life it always wanted as a PTE racecar.

Green Glory hole runs 93 but I tuned on ~92 octane, lol. I mixed a bit between the two grades because I had severe paranoia issues back then, lol.

hustler

iTrader: (6)

Here is my cruise dash for you newbs so you can hopefully put two and two together. I should not that I also used my phone as a level when road-tuning cruise to make sure I was on level ground whilst using cruise control (taped to the passenger door, lol) .

I managed to narrow down my tune to this level and about 1-point leaner with more spark angle as two really close sets of values that worked. I then looked at the cruise logs when I got home and made the decision to go richer with less spark angle due to a miniscule decrease in PW. I was very surprised to see maximum efficiency at such a rich mixture, contrary to what the Hondata hyper-mile guys do at 19:1 or so. I drove down the first time at 16.8:1 and scored a miserable 23mpg, lol. I've tried to do this on a Mustang and Dyno Dynamics but we can't consistently dial in ~10-20whp load levels, there is not enough precision that low and the barrel is too heavy.

Brain, please allow ".DASH" extensions upload-able so I can share this file.

hustler

iTrader: (6)

Also, with a better, cleaner, EV14 injector, I suspect a significant increase in fuel economy due to the atomization and better flame propogation, rather than these 200k squirters on a bad engine that I'm giving away when removed. I really wanted to work on fuel economy tuning with this engine; I'm currently very unhappy with my results. I expected to be around 32mpg with this set-up but I'm going to lower my goal and hopefully get that with the 10:1 VVT engine.

hustler

iTrader: (6)

Here's an awesome article that's light-years ahead of what we're doing, but it describes ideal combustion.
http://www.theoldone.com/articles/Ho...oft_Head_3.jpg

Rushin

iTrader: (3)

There are a few things that are specific to my setup. Like compression ratio. As i understand the lower the compression the more timing i need to use. And i am running E85 so my timing and fuel would be a bit different.

Faeflora

iTrader: (2)

Very nice tuning hustler.

Propsies