Originally Posted by
Zefyr
Found a problem.... Coolant spark was cutting 10+ degrees at normal operating temp. Got the INT and BLMs sqaured away too. The WB02 spreadsheet is awesome. At first I didn't think it worked as it seemed my computer would freeze, just takes a long time to paste the data. After getting my AFRs dialed in across the board, I've added a lot of timing. I'm at 41* for most of my table and negligible knock counts (1-3 counts in <5 cells in ~100 miles of mixed highway and street driving). My question now, is it safe to add 5-10 degrees of base timing on the dist to allow more than 42* without firing the next cylinder? Or would it be better to convert to a DIS or opti-spark LT1 setup? I've been reading about the N* DIS and have mixed feelings on it.
On another note, I am looking at different ECM options right now to run a MPI manifold. Code $59 looks promising, as a friend is already running it on a turbocharged 3.4L with impressive results. My ultimate goal here is to run 5-10 psi, mostly to compensate for the high elevation where I live. I don't like the idea of turbo + wet manifold, but since I am not seeing any more than 18% injector duty cycle at peak RPM, I know I have room to go.
Something interesting to me I found while tuning the fuel trim, peak fuel runs between 4k rpms and 4.5k and tapers off up to 6.5k. The cam I am running claims a useable range of 2k to 6.2k rpms. I am curious if the TB or 4bbl intake might not be flowing efficiently beyond 4.5k.
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