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Thank you Michael for your pics and video, this make all this much easier to understand for me!
I have a LM2 (innovate) with a WB O2 sensor so I would be able to monitor and record this info too in regards to MAF signal, RPM, WOT switch, AFR.
Your last video disappeared... but the last one remember me the high pleasure to drive this wonderful car... more than 2 month that mine is down now... looking forward hearing and feeling it again on the roads!!!
The sound in your video is so close to what I hear inside my car!!! No noticable US accent!!!! lol You will find attached a record I did few years ago but the car parked (not driving).
Next time I can go to the US first thing I will do is to buy one of these chip! I'm sure I will work great on my car.
And with your video I will have a reference on when and how often knock could appears. Great feedback.I was wondering how I could compare with other... now I have a solution!!!
Thanks a lot.
Raphaël
If we upgrade to the Ford Oval 4 port 24lb injectors, will this chip adapt and compensate after a reset or would we have to go to the Sharktuner with PEMs at this point?
Many small refinements. Importantly, the data saves and changes repeatably over time. And, it drives real nice.
This is a after several days of (extreme) driving. Almost all of the low rpm (<3800) cells have corrections. The very high rpm cells will probably get a little more squiggly eventually.
(Scroll down to post #164 for proper graphs)
Last edited by PorKen; 12-24-2020 at 01:15 AM.
Reason: bad graphs
Put another way, the graphs shows the advance needs of each cylinder. Some (EG. better filling) cylinders need very little advance at certain rpms. Oddly, some cylinders are reflections of others at the same rpm.
I wish there was more detail at some rpms, EG. around 2100. The actual amount of retard (less advance) would probably be lower spread over more data points. (I could change the rpm scaling to do this but I don't want to mess anything up right now.)
You have done it again! Can't wait (like so many others across the pond ), to get my hands on your chip!
Questions:
The data above shows the average of WOT runs or high load only, correct?
What is your experience so far when driving under partial load. How much blinking do you see?
When you say "inner" and "outer" cylinders, what do you mean exactly? Inner = 2, 3, 6, 7 and outer = 1, 4, 5, 8?
I'm really looking forward to receive your new EPROM with my custom sharktuned bin file as a basis. It'll be very interesting to see how much the CEL will blink. After all, even an optimized Sharktuner file cell is only advanced up to it's weakest link (the first cylinder to knock). Your chip is going to leave the "weakest link cylinder" alone and check out how the other seven respond to more advance. All hands off while driving only indicated by CEL flashes, while work in progress.
This is so far beyond what the factory intended and is still more advanced what a new car from today is capable of. Not to forget, that we're talking about technology from 1987 to 1995!
Just one last thought: we are all enthusiasts in this forum and we are looking for better performance and with this for more fun while driving. But not to forget, that an EZK with an optimized ignition timing for EACH individual cylinder will also improve gas mileage.
You have done it again! Can't wait (like so many others across the pond ), to get my hands on your chip!
Questions:
The data above shows the average of WOT runs or high load only, correct?
What is your experience so far when driving under partial load. How much blinking do you see?
When you say "inner" and "outer" cylinders, what do you mean exactly? Inner = 2, 3, 6, 7 and outer = 1, 4, 5, 8?
I'm really looking forward to receive your new EPROM with my custom sharktuned bin file as a basis. It'll be very interesting to see how much the CEL will blink. After all, even an optimized Sharktuner file cell is only advanced up to it's weakest link (the first cylinder to knock). Your chip is going to leave the "weakest link cylinder" alone and check out how the other seven respond to more advance. All hands off while driving only indicated by CEL flashes, while work in progress.
This is so far beyond what the factory intended and is still more advanced what a new car from today is capable of. Not to forget, that we're talking about technology from 1987 to 1995!
Just one last thought: we are all enthusiasts in this forum and we are looking for better performance and with this for more fun while driving. But not to forget, that an EZK with an optimized ignition timing for EACH individual cylinder will also improve gas mileage.
Lean out the cruise, and let this add more timing to adjust for the slower flame front..then you can get some MPGs.
When I was playing with this all by hand, my last good test was 20mpg from san jose, ca to lake tahoe in July. 9000' climb.
The data above shows the average of WOT runs or high load only, correct?
What is your experience so far when driving under partial load. How much blinking do you see?
When you say "inner" and "outer" cylinders, what do you mean exactly? Inner = 2, 3, 6, 7 and outer = 1, 4, 5, 8?
But not to forget, that an EZK with an optimized ignition timing for EACH individual cylinder will also improve gas mileage.
The EZK and thereby the chip only deal with knocks over a certain load threshold which varies between 40% and 60% depending on what is in a rpm map.
I set the chip to apply the learning over 40% load but it only shows knocks over 60% so that light knock CEL flashes are not bothering the driver.
Unfortunately, the 40% threshold means you cannot run very high low load advance because the EZK will not compensate for any knocks. As a compromise, at sub-40 load the chip applies the learned adv/ret values divided in half. (Hmmm...I could try lowering the stock threshold at part throttle... No! Stop! )
S4-GTS inner 2367 cylinders have shorter intake tubes and run hotter than the outer 1458 which is why you see such differences in advance needs. Compare to S3 which all the cylinders have roughly the same length intake tubes (some partially hidden inside the plenums).
First of all many thanks for sharing the info you have in this thread- those of us who know you well and have worked with you know how generous and supportive you are and your contribution to understanding what the heck goes on during the combustion phase of these engines is exemplary.
That being said I am somewhat astonished at the range of advance values you have computed- the pattern is pretty much as expected but the range of values to my way of thinking is astonishing really. At full load i might expected something in the range of 5 degrees based on the testing I did with your help a few years ago but that is nothing compared to the values your excellent plots are showing wherein some values appear to suggesting up to 15 degrees more advance at some points when compared to the stock cruise map value curve. Have you actually got this on the dyno to verify what your "buttometer" is telling you?
The local fuels producer recently started offering 98 RON [at a premium] and I also reverted to fitting my rear muffler so I have some clear scope to advance my ignition timing in ST2. I was thinking of adding 2 to 3 degrees across the board as a starting point but after seeing your curves I am thinking more like 5 or 6 degrees and let the anti knock feature do more work that it is well capable of doing. Even so assuming your work is spot on in the optimisation stakes I may still well be well short of the optimum given the limitations of the stock ignition system. I tend to be very conservative with the timing and have always felt that some of the knocks reported may in fact be more noise related rather than actual knocks per se.
Fred - you should just send me your current map and let me make a chip from it
Most cylinders can handle a lot more advance past 4K rpm. It may not make any more power though so the chip is limited.
Below are proper graphs from the completely sorted V2.1 chip which is shipping now. Besides working properly it has numerous refinements.
According to the data I made some changes, including lowering the low rpm (under 3800) advance limit and rescaling the lowest rpms for better resolution, 1800-1950-2100-2250-2400 vs. 1500-1625-1800-2100-2400. Before doing this knock counts would build up on 2100 with no knocks at 1500. Now it feels perkier with higher advance sandwhiched around 2100 which has a lower count too.
Outer cylinders - 1 584
Inner cylinders - 2673
(Surprisingly, cylinder #7 has more corrections than #6.) - edit: wrong cylinder numbers
Last edited by PorKen; 12-26-2020 at 01:41 AM.
Reason: revised cylinder numbering
Another refinement to lower spurious knock counts is the stock throttle-on and sudden-load transient retard now have the current low or high advance level added. Also, I slowed the decay rate to the GTS level which is 2x slower than S4/GT. Besides reducing knocks these made sudden throttle on/off/on buttery smooth and helps to maintain tire grip out of the corners.
If only because I like staring at graphs, here is part throttle (40% load) with learned maps adv/ret values divided in half. Before it kicks in just before the first coolant temp line I wonder why the engine feels so 'rough'.
12-06-2020 | 06:28 AM
! Can't wait (like so many others across the pond 
), to get my hands on your chip!
)
