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Ok, some big changes to PE and spark.
#1 worked PE down to around .816 for most of the rpm range. Fuel still scary low at 35-ish psi at worst. prob not going to push PE much further.
#2 I'm concluding that the knock retard is mostly false. With the lower EQ, I've pushed timing in the middle rpm ranges back up into the 15-17 range (was down around 13) and I'm not really seeing proportional increases in knock. It's SLIGHTLY higher, but where it was like .01 or .02 degrees before... it's more like .03 or .04 now, not really sure how much to worry about that level of KR, because even down at 12 degrees advance, there was still some KR showing up around .02-.03 even...
#3 Related to #2... With the lower PE/EQ, I've pushed up the whole timing curve by a few degrees, it really seems to be making a big difference in power. So addl fuel + addl spark. At .85 EQ... 13 seemed to be a sweet spot. With .81 it's liking more timing.
I have two issues now... Good issues I guess.
Issue #1 - My PE/EQ ratio is laggy at the low rpm range, which seems to set off the KR that is there. Not getting the desired EQ on the wideband that is being commanded. Not sure if this is an issue of further MAF tuning... or something else. The delay factors and all that were turned off by the canned tune already... so I dont think this related to the PE settings. It kind of eventually meanders down to sync up between commanded and actual EQ right now.
Issue #2 - With more power, I'm getting some torque management spark retard at two trouble spots. I've looked at the Driver Demand table... the canned tune maxed out the 98/100% throttle at like 12,000... so I'm thinking its not related to driver demand.
Another source pointed to the VCP Spark tables, but the onset of this doesn't seem to correlate with any of the non-zero values in that table.
Not sure what to look at next. See image for the TQ mgt interference
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