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Originally Posted by turbolarry
When it was stock there was a lot less air the ECU saw as compared to now with a turbo-back and MBC. The less air then, even with some positive correction equaled good timing. Now, with more air, it's hot, and the positive correction, it equals less timing. Bigger injectors (with their negative correction) will staighten things right out.
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Ok.
I went out and richened everything up significantly from 5-7.5k while leaning out 4-4.5k by 1%. This resulted in .95v from 4-7.5k on every reading and a pretty smooth timing advance that maxed out at 17. I didn't go negative in the low end, and the timing advance began a little earlier. I then leaned out each setting by only 1 and was suddenly back down to .91 in most with a few .93s, but with a nice timing curve still. There was 1 flat spot, but I'm confused as to how i went from .95v to .91v almost across the board with only a 1% change at each level. My guess is that my first run was not long after starting the car while the second run was after everything was heated up fully. When I say "not long after starting up," I don't mean it was cold...my water and oil temps were up to normal operating condition, but I hadn't done any boosting or highway speeds yet, so my IC system wasn't heated up from the hot air yet (probably). I think I'll add 1% from 6-7.5k for now in the effort to keep the lower rpms at .91 and the higher ones at .93 when at full operating condition...or I can go back out tonight when it's cooler (maybe) and see what happens.
