Thanks for searching, and sharing that info too. I thought about starting with one of the timing maps included with the FlashPro, but they seem odd to me. What is obvious is that the stock maps MUST BE ADJUSTED if you are going to lower VTEC, since the timing below 6K is WAY too advanced. Retarding the timing is what allowed me to make more power with VTEC lower.

BTW, I just emailed the spreadsheet to you.

 

I just pulled my spark plugs to see if there was any obvious evidence of detonation. The plug in cylinder 3 was the only one that looked "suspect" to me, since it seemed to have some spots on the ground "thing". All the others just looked really clean. I probably only have 2-3K miles on these plugs (Denso IK24).

The plug on the right of the top picture is from Cylinder 3.


Cylinders 1 and 2

 

I forgot to mention that I shined an LED flashlight down in the spark plug holes to look at my pistons, and I could clearly see the stampings on the pistons without any "chip" marks on them.

 

[QUOTE=gernby,Jan 27 2010, 07:07 PM] I've spent hundreds of hours playing with the fuel maps for my FlashPro for full and especially part throttle tuning, and feel that I've mastered them.

 

How did you get this torque dyno like graph

 

I have an Excel spreadsheet that plots accelleration by RPM (torque) using the FlashPro datalogs. If you send me a PM with your email address, I'll share the spreadsheet with you.

 

Hi, sadly I'm not a S2K owner (old school CRX for me), but I was very interested in your road dyno calculation and spreadsheet. I've been working on one myself for also trying to get my timing right but I'm having a hard time of getting it to graph correctly.
Also thanks for everyone else on the other tips and links about timing.

supercar96@hotmail.com

 

What you want to do is tune for maximum torque using the least amount of ignition advance (assuming you're not knock limited, which is a rare case in modern internal combustion engines). This is where a load bearing dyno comes in handy. On a dyno, you will be able to hold the car at a specific load/rpm cell and see live output of torque. Doing this long enough, you'll start to notice that when you reach peak torque, adding anymore timing will not yield any more torque. Keep adding, and you will eventually start to lose torque/power. Pass that threshold, and you're getting into detonation territory.

So you definitely have the right idea with your datalogs, and I love your approach. My only question is, how accurate is it and how sensitive is the OEM knock sensor?



Best regards,

 

^Correct.

 

Sorry to revive such an old thread but the info here is really usefull.

Gernby,
I just wanted to confirm that the above statement is correct or not because it sounds really strange to me. I thought that lowering the vtec required the trimming to be advanced, which is the opposite of what you say here.

Also in this later post:
https://www.s2ki.com/s2000/topic/781...t__p__18560844
you appear to be advancing timming to suit the lower vtec engagement.

I too have advanced timing and added fuel in the range 4-6k as I have lowered the vtec engagement and it appears to be making more power. Unfortunately I have no way of reliable logging knock retard or actual ignition maps as my car is F20c powered with the slow obd port.

Additionally advancing timing lower in the range seems to have improved mpg greatly. Not to mention the nicer throttle response and improved pull. Unfortunately I'm probably relying on knock retard to save me from trouble as I'm on stock ecu... Which is probably not very much different from how Honda does it anyway (I just hope that all the theory about increased knock sensitivity at suspect rpm range applies to the f20c ecu too).