That has been my approach. I first smoothed out the curves for each load line, then added a degree, then did some datalogs. If I got a single knock count, then I would record the cylinder number and RPM in a log, and retard timing on that cylinder by 1 degree. I repeated this several times over several days. If I saw a pattern in my hand written log that more knock counts were happening at a certain RPM, then I would just retard timing at that RPM instead of using individual cylinder trims.

 

cool thats the same method that I was going to do... how much timing have you advance so far?

 

you're lucky you have 93 over there still...stupid 91 octane. haha

 

I believe this is the most agressive timing I've run, but I've pulled some of that back down recently to eliminate knock counts. Blue is the stock curve, and both of these were when MAP was about 960 mBar.

 

BTW, I've also filled in the timing "dip" between 2300 and 3200 by creating a timing "spike" on the timing map, so my current timing curve is much more smooth. I should also mention that my VTEC engages at 3700 RPMs.

 

Here is my current timing curve at 970 mBar.

 

you advance timing quite a bit from stock. How does your car feel with the timing advance?

even in the lower RPM, 4-6k, i see you increase it roughly by 7-10 degree.

 

It feels really smooth. However, smoothness comes with psychological tradeoffs, since it doesn't toss my head back.

 

i adjusted individual knock for each cylinder by advancing it by 1 degree across the board. Ran the car and got a knock count on cylinder 2 and 4 at around 3800 RPM. Just one count on 2 and 4. Not too bad but still a knock count. I'm going to adjust the timing map around 3800 and see if I can elimate that count. I only did 2 run so maybe I need to do a few more before adjusting.

 

bringing this back up. How much timing are you increasing? Do I do it by the cylinder trim method or do I just increase the timing on column 9-10 for WOT only?

any input on how to go about this. Thanks.