Here are some Power FC timing maps for you to look at. First are my current timing maps, 88 T2 on 100 unleaded, 18psi, 386rwhp @ 7200ish rpm . The columns are RPM, the rows are MAP in kg/ cm^2. 1 kg/cm^2 is ~14.2 psi . So 10000 = 0psi , 20000 = 14.2 psi . I am running more timing than most in the idle area (my porting seems to like more timing) and in areas over 7-8 psi due to the octane. But the timing in vacuum may be helpful to look at. Note that the rpm and MAP breakpoints are user configurable, so mine are a little different (evenly spaced in the boost areas) compared to the Apex'i ones (3rd map I am posting) which lose resolution at higher boost levels.




Now here is the leading basemap (the split map is junk) from Apex'i which is preinstalled in the unit. It is generally considered safe if you have intake and exhaust, so power in the mid to perhaps high 200's on that car. There are some erratic spots in it that most people change when they start messing with it.

 

Thanks for posting those.

 

I was wondering if you were able to eliminate your bucking issue while cruising by adjusting your timing. My car hesitates slightly between 2000-3000rpm around 5in-0in Hg. Is this similare to your issue?

 

can somebody post the factory (unmodified) AFM load based timing map? I want to compare it to the AP Engineering s5 power FC map.

 

Hey guys,

I am putting together a timing map for an s4 T2 on stock ports with a Knightsports hybrid (I'm guessing it's a BNR stage 2 or 3 equivalent). I built it off a map put together by gxl90rx7 (see post #9, thanks man).

A couple things I did:

I advanced the leading timing in a few areas. The timing he had in vacuum is even less than what a lot of stockport FD's and s5's with 9:1 rotors run. Increasing timing in vacuum can sometimes improve smoothness. Under 10+ psi boost, I added a little timing in the high rpm area and a little in the lower rpm area, but midrange (4000ish) I kept about the same because that is the area most prone to detonation.




I changed the split significantly. It is more in line with what I see a lot of professional tuners run (Banzai Racing, BDC, Chuck Westbrook). It ramps up to about 12 split up to 1 bar, and over that it goes to 15 just for extra protection mostly (few here are going to run 16psi intentionally). In vacuum I eliminated the negative split--not that there's anything wrong with negative split (in low load VACUUM!), it's just that I don't feel like experimenting with it on a car that is not my own. I kept 3 split in all the high rpm areas, just to reduce the change of knock when letting off the throttle.



if anyone has any questions or comments, or sees anything weird, let me know.

 

Are the maps from a car that was on a dyno? Do you happen to have a dyno sheet to post up?

 

^ not yet, I'm waiting for the car in question to get the Rtek installed before I load that timing map in. It's a base map I just put together and I will be doing some testing once I get working on the car. It could be a few weeks.

Btw, I looked back through the leading map I posted and made a couple more adjustments that I can post if anybody cares.

 

is there any reason you have the same split across all RPMs? i would think you would want more split at lower RPMs (higher load)

 

I honestly don't think it matters all that much either way. I've run split curves that varied a lot with RPM (similar to a leading timing map) but it didn't make any difference in knock count or anything else on the dyno as far as I could see. A lot of the split maps I've seen from professional tuners look like this, or the split is a constant number (like 12) over say 7-8psi irregardless of rpm.

On my own personal car I would like to do some back-to-back testing to see how different types of timing split curves affect EGT on each rotor (I have a dual channel loggable setup I'm going to be using), but I am still putting the new motor together.

 

anymore updates

 

I've been reading up on timing, and those proposed maps look pretty good from what I've been reading. I'm going to give them a shot when I get the afrs about where I want them.

Suppose with s4 8.5:1 rotors I could run a little more advance?

With a stock port where is peak torque? like 5200 - 5400?

 

that most recent one I threw up there for the knightsports turbo was intended for stock ports and 8.5:1 rotors fyi. I never got a chance to test it because the guy I was going to give it to blew his motor before I even got to tune the car.

Consider a digital EGT setup to further tune your timing: https://www.rx7club.com/3rd-generation-specific-1993-2002-16/dual-digital-egts-612960/ . that's what i'm putting together right now, although I use a Power FC on my car (used to have an rtek 1.7). you would probably have to put it in the downpipe. then you can log it on the rtek using the variable resistor input. a lot of people say the target EGT should be 1500-1550 F pre turbo, which is something like 1150-1200 F after the turbo.