data priorities:

do timing adjustments. start with the 696 scaling, then dial timing back, at least to 3 degrees negative.
for fun, try the 750 scaling. if time permits, minus 3 to plus 1. 

23mar10 rom has scaling of 713.
tried the following scalings: 680, 696, 731, 750.

whp/wtq results

713: 455@6500 / 417@5281
680: 448@6146 / 416@4885
696: 467@6083 / 419@4990
731: 456@6260 / 424@4958
750: 466@6177 / 409@5750

it looks like the 696 scaling is where it's at. i'm curious as to what happened with the 750 scaling, lower torque sustained higher than the rest. sounds perfect to me, but i am really curious if there was a turn while on the "dyno"  or something else that affected the log. for that log, afrs got into the 12.7 to 12.9, and the pro tuners suggest that this is too lean. other think that this is appropriate for e85.

for now, i will take a degree out at 38XX rpm, there was knock there, and i'll call the 696 scaling the finalized rom for 48*F. still, i'm going to investigate the 750 vs the 680 scalings. i wonder if the significantly leaner afr is some kind of break point for when there is a significant difference in the rate of combustion. will compare the afrs at the logged peak rpms (for hp and Q) and see if those aren't the optimized afrs for those rpm.

knock on wood, it's good to have the evo back up and running. it's just too much fun.

48F, 29.97
will check different injector scalings to make a quicker way to achieve AFR per weather.

bitness plan

ok, tonight's plan -
set the base AFRs - 11.5, 12.0, and 12.5 are the targets
make note of the temp, in F
once the static lookup tables are achieving the target AFR, subtract 5 deg of timing from the timing map in the load cells that are typical for a pull. then increment 1 deg of timing each pull. compare each deg in VDR to determine at what point it's not useful to add a deg of timing.

again, do this for the three different AFRs.

should be at least 20 pulls. probably this is a week's worth of work but it's important to do it an night so that temp variation isn't as different from pull 1 to pull 20.

order of business for this morning -

1. pull with current rom

2. pull with 1* timing removed from 6-8

3. pull with 1* timing removed from 6-8k plus attempt for 12.0:1 AFR

first blog post ever. should probably post about something more insightful, like the meaning of life. i'll instead post about my current science experiment - E85 tuning in a mitsubishi lancer evolution ix.

been reading a book - How to Tune and Modify Engine Management Systems by Jeff Hartman something that caught my attention as i read is that richer AFRs (air fuel ratios) result in a faster flame speed.

so, if the mix is burning faster, i imagine that less timing advance is required. another way to put it - lots of timing advance plus a fuel that burns very quickly could be a recipe for gases that want to expand when a cylinder is still traveling in the compression stroke.

another thought - perhaps running a leaner mix is better bc the flame speed slows, allowing for greater timing advance. the downside is less chemical based intercooling, so obviously some optimizing is required. the other side then would be running a richer mix results in faster flame speed, greater intercooling, and requires less advance.

anyway, let me begin from the beginning -

1. 400 wtq on a dynojet is thrown about as the max Q acceptable for a stock block 4G63, such as in my evo ix. not sure if this is a continuous number, or a peak value. practically speaking, 400wtq continuous is not going to happen on my cbrd bbk-full turbo upgrade.

2. my car runs on e85. with requisite fuel supply upgrades, of course.

3. running VDR, and confirmed on a load-bearing dynojet, the car is capable of producing in excess of 400 wtq. this is especially true when free air temp is 65F or below. at temps higher than 75F, especially on sunny days where radiant heat from the ground is effective, the VDR plots are south of 400.

4. the ecu is capable of controlling boost (and therefore torque production). i have adjusted boost to ensure less than 400 wtq even in somewhat cold conditions (55F).

logs this evening - got a set of data from a tune [23mar10] that gets around 12.3 afr. i have a version that runs more like 12.5, with 1* more timing from 7-8000 rpm. in VDR, power output from 6-8k are nearly identical.

the plan for now is to remove that extra degree of timing advance and to go for a 12.0:1 air fuel ratio.