iNVAR

sure. my stg1 91 AND stg2 91 octane cobb maps both knocked on 93 octane gas a tiny bit, from different stations. and here in nyc, i know the tankers come frequently so it's not like the gas sits in the station and goes bad.

pertaining to YOUR car though, i have no idea what's wrong. you seem to have a slew of problems regardless of what map you're running. i suggest you stop looking at it being map related and start looking at other problems. there's no reason you should get so much knock as to reduce your DAM/IAM on all these different maps.

Can't I just bump the load in the map from 2.20 and flash the map? What should I set it to and what else should be changed so that the ECU learns throughout?

I don't see why not.... Give it a shot. (Unless someone else jumps in here and says not to.)

It has got to be the shitty winter gas in Nebraska. I found a station that sells 95 octane for $4.39 or 100 octane for $6.59. Mixing it with half tank 91 should give me somewhere around 93, the 95 stuff that is. I want to get this for a datalog run and see how the car behaves, to check for "true knock".

NSFW, can I expect the IAM/DAM go back up to 1.0 after a while of driving with no runs above 4k rpm?

I'm going to try a different station too, a Phillips 66 instead of the Shell one by us. I expect it won't make a damn difference but what the heck.

That really depends on where your knock is and how severe it is.

Holy scheist, I am back to .88 DAM and DA as low as -0.3. I am hoping it's just a batch of bad gas, the map is the most conservative OTS you can get (COBB ACN 91 Stg2). Do the Cobb maps really disable learning?

No, they don't. I was just lying to you in this post about 2 pages back.

http://www.legacygt.com/forums/showpost.php?p=2704630&postcount=58

As it's been explained to me more, the Cobb maps aren't good because they have a problem with their FLKC ranges. For some reason, Cobb has FLKC disabled above loads of 2.2. In other words, your ECU will NEVER learn to retard timing at loads of 2.0 and above to PREVENT knock. It will ALWAYS rely on FBKC, which is BAD.

 

Here's the thread:

http://www.legacygt.com/forums/showpost.php?p=2546020&postcount=14

Here is what a version 1.16 map looks like, and everything I have seen points towards COBB not changing it on their later revisions.

 

http://i248.photobucket.com/albums/gg194/littlebluegt/COBBvs116flkcload.jpg

 

FLKC turns off at 2.2 load, and turns back on below 2.1 load.:eek:

 

Brutal!:eek: That means your only form of knock control above 2.2 load is FBKC, which is never learned, and will never affect IAM (or DAM).:eek::eek:

 

I should e-mail COBB, they have changed things in past on my recommendation (didn't think they would listen to me, as I was just repeating what I had learned from RR) maybe they will do it again?

Yes it can.

 

make you sure you have the latest revisions.

Are you sure about that? I had the absolute latest revisions (newest beta) back about... September 2009, and it couldn't do it for the 2005 LGT, and probably not the 06 either. But the 07 and up (I think it was 07) it could do it.

You're not in boost in most of those logs, and barely in boost in the one log that you are in boost. You never even go past 30% throttle on any of them.

Those logs aren't very useful, except to say that you're showing a LOT of knock.

bottom line: if your IAM (DAM) is less than 1, something's WRONG.

And like the RR post says, notice your fuel trim is maxed out at -15? That's the LIMIT. It could mean that it's really MORE (less, whatever) than -15 but since you're hitting the maximum reading, you're only seeing -15.

A trim of 15% on my car means that the MAF scaling is off by more than 15%, but there's no indication of how much further off it is. Maybe 16%, maybe 60%.

If your top-end trim (40+ in the example above) is off by more than 5% you should stay out of boost until/unless you have verified that your AFRs are on target in open loop. The reason is that top-end trim value is in effect during open loop operation.

 

It's possible that your car was tuned with a value of zero in the top fuel trim. In that case, if you see a positive value in the top trim, your car is probably running richer than before. Conversely if the top trim goes negative, you are now running leaner than before, and at increased risk of detonation.

 

However it is also possible that your top trim was settled in (for example -3%) the last time you logged your open loop AFRs. Suppose that you then use those logs to adjust your open loop fueling. After resetting your fuel trims during the reflash, your AFRs will be off until the fuel trim settles in again. But once it settles to your original value (-3% in this example), then that value just means that you're back where you expected to be.

 

In other words, the significance of the top end fuel trim depends on your logging/tuning workflow, and on whether or not your fuel trims reset when your ECU is reflashed.

 

There is a table that governs the minimum and maximum values for the fuel trims. On my 2005 Legacy GT, these were -15% and +15%, but I've seen other values in other stock tunes. If you see one or more of your fuel trims equal to the minimum or maximum possible value, your MAF should be adjusted before you drive the car further than you're willing to walk. A trim of 15% on my car means that the MAF scaling is off by more than 15%, but there's no indication of how much further off it is. Maybe 16%, maybe 60%.

 

Values at the minimum or maximum indicate a serious problem that needs to be fixed. Perhaps you've changed your MAF sensor housing, and you need to revise your MAF scaling to accommodate it. Perhaps your O2 sensor is failing. Perhaps you've got a vacuum leak. Whatever the cause, it should be fixed ASAP.

dude, your car sounds sick. and i don't mean sick in a good way.

4.2) Learning View shows us the Ignition Advance Multiplier. For cars with 32-bit ECUs, this is a value that ranges from 0 to 1. For cars with 16-bit ECUs, it ranges from 0 to 16. If IAM has dropped below maximum (1 or 16), then you have a problem. You've either got the wrong fuel in the tank, or you've got too much timing, or you've got messed-up air-fuel ratios, or too much boost. Whatever the problem is, you should fix it before getting into boost again.

Someone please correct me if I'm wrong, but I believe this is right:

Dynamic Advance Multiplier = Ignition Advance Multiplier (IAM). 1 is the highest it goes on the LGT, which is good. If that goes below 1 (other than when you initially reset the ECU), that means you are getting some severe knocking and the engine is retarding timing.

Knock Correction (deg) = FBKC (Feedback Knock Control) You are having timing pulled (negative number = pulled timing). This means that your engine is REACTING to a perceived knock from the engine. Knock has already occurred and the engine is retarding your timing.

Knock Learning (deg) = I'm not sure, but I have a feeling this is the equivalent of Fine Learning Knock Control. Things contained in FLKC is the knock that has been LEARNED from the computer. Since you have 0s, it means that your car hasn't learned to retard the timing to prevent future knocks, which is why you are getting the Knock Correction (FBKC in RR). That's NOT good.

Based on your log, you are knocking between 2200RPM all the way up to 4200RPM or so between 1.5 and 3.0 load. That is not good.

As it's been explained to me more, the Cobb maps aren't good because they have a problem with their FLKC ranges. For some reason, Cobb has FLKC disabled above loads of 2.2. In other words, your ECU will NEVER learn to retard timing at loads of 2.0 and above to PREVENT knock. It will ALWAYS rely on FBKC, which is BAD.

Here's the thread:

http://www.legacygt.com/forums/showpost.php?p=2546020&postcount=14

Here is what a version 1.16 map looks like, and everything I have seen points towards COBB not changing it on their later revisions.

 

http://i248.photobucket.com/albums/gg194/littlebluegt/COBBvs116flkcload.jpg

 

FLKC turns off at 2.2 load, and turns back on below 2.1 load.:eek:

 

Brutal!:eek: That means your only form of knock control above 2.2 load is FBKC, which is never learned, and will never affect IAM (or DAM).:eek::eek:

 

I should e-mail COBB, they have changed things in past on my recommendation (didn't think they would listen to me, as I was just repeating what I had learned from RR) maybe they will do it again?

Clips I took today... raining unfortunately, so please forgive the annoying "ticking" sound. SPT v2 catback, Invidia catted DP, Invidia catless UP, AVO TMIC, infamous tuned.

5th gear:

[ame=http://www.youtube.com/watch?v=LV0jmbkUaaI]YouTube- 2005 Subaru Legacy GT SPT catback exhaust[/ame]

4th gear:

[ame=http://www.youtube.com/watch?v=H-MRIQ8DLhE]YouTube- 2005 Subaru Legacy GT SPT catback exhaust[/ame]

Sorry if this had been posted, I didn't read all 30+ pages of the thread. Have there been any issues with the HIR's or +65 bulbs melting, or discoloring the reflectors or housings? I used to run brighter bulbs in my BE and it discolored both the headlight reflector and the fogs

Oops, yeah, my bad. There it is.

Stock H7 - 1400

Osram - 2100

Stock 9005 - 1700

HIR1 - 2530

I have no idea how I got the numbers mixed up that badly for the high beams. But still, it felt like the low beams made a bigger difference for me. On the other hand, I can see how would feel that the highbeams make such a larger difference considering the highbeams are aimed higher, so it's more "in your face" light.

There's a simple 9011/9012 (HIR1/HIR2) modification, it just involves trimming of the tabs and cutting the inside guide rail.

yeah, and also it's about 10W more so it'll suck a bit more juice.

here's what i found on a quick google:

http://www.8thcivic.com/forums/lighting/65531-diy-convert-9005-bulb-fit-9006-harness-increase-visibility.html

yeah, different bulb. if your fogs are 9006,i was going to suggest maybe these:

http://store.candlepower.com/9012.html

which are the HIR design (the weird shaped bulb glass ones) that fit 9006 fixtures, but are brighter.

but unfortunately, they're discontinued

thanks again. started a new thread with new logs and also learningview screenshot!

http://www.legacygt.com/forums/showthread.php?t=116672

Damn. Thanks very much for your input so far. Looks like I have a lot to digest!

Okay, to provide a bit more detail: It's a an AP v2, with the latest v1.18 map. Also, forgot to mention it's a 5MT. Also included another WOT 3rd gear pull I did, but this one only goes to about 6000 RPM. This run was about 3 minutes before I did the last datalog.

I'm not going nuts trying to fix this knock unless I really, really have to. In about another month, I'm going Stage 2 (invidia catted DP, spt catback, avo tmic, catless invidia UP) and I'm going to have it dyno tuned.

So I guess my question is if this is something I should be really, really worried about and absolutely have to fix now. My main reason for datalogging now before I go stage 2 is to make sure the engine is (for lack of a better description) "healthy."

I will definitely try sticking the 91 octane map on, and also a "stock" type map and do some more logs and see what happens.

Again, thanks!

romraiderlog_20090715_120424.csv