Awesome!! I was thinking there had to be a benefit to just the pump upgrade which is a lot more feasible for most people. Looking forward to seeing more of your updates to this!
Once you start digging into the system you start to understand what the limiting factors are and when they kick in. For instance, the pcm controls the rail pressure via a commanded duty cycle of the pump. If you are below 100% DC, you are still successfully controlling the pressure. Once you reach 100%, you are out and need more pump capacity. That’s where the cam comes into play. Next, you have to look at the injector opening (SOI) and closing (EOI) to make sure you have enough time to get the desired fuel in there. Basically, it usually starts injecting fuel about 30 deg ATDC on the intake stroke and leaves the injector open until the desired amount of fuel is injected. When the demand is high it will continue to inject fuel part-way up the compression stroke. There is a maximum total crank angle opening but also a latest possible closing (EOI limit). If you exceed either of these maximums, the pcm will either supplement with port or close the throttle, depending on the cal. However, I’ve logged these values and mine barely stays open past BDC at heavy load, so I don’t think I’m near the injector limit at this time.
This is a discussion about increased donation resistance and increased timing advance. Nothing about power gains will be shown. I'm not saying there isn't potential power gains. I'm just saying we might see another hurt engine and a 18+ lower compression build sooner rather than later, if timing is continuously pushed to the borderline of detonation. He knows he can add boost, but isn't paying attention to what he needs to be, to determine when to add timing and when to add boost.
What you were/are doing with timing doesn't sound safe at all. Knock had to happen to see what you are seeing.
Mine knocked much more often when I was using a very common calibration than it does now. Another example is the Roush cal....it runs them right into knock, then backs off, then into knock again. OAR is off so it can't even learn from it.
You claimed to know what I was looking at in post #18. I was just curious how you knew.
How quickly am I adding timing vs the ECU's knock advance?
It does when you are below MBT and knock.
Thank you for your concern.
Cat Over Temp mode, where it enrichens the a/f ratio when the calculated catalyst temperature exceeds a threshold. The fuel demand makes a step change increase when this happens. You should have enough fuel system overhead to cover this scenario plus temps colder than those experienced during tuning.
Thank you!
