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I'll be tuning a JDM IX GSR soon and looking for any pointers or recommendations. The car is completely stock and I'm using an Open Port cable with EvoScan v2.0 to log and ecuFlash to reflash. My plan of attack to first log a couple 3rd gear pulls to check the Knock Sum, then use the map trace feature to decrease the timing in all 3 High Octane Maps (to aim for a consistent and repetitive timing curve). I'd probably decrease timing 1* at a time in these cells until knock is eliminated. The gas in my country is deplorable...probably similar to the 91 octane they get in California. I expect the car to be suffering from knock in stock form so I though it would be best to sort this out first.

The car doesn't have a wideband 02 or EBC, so I'm wondering what I should do once knock is sorted. I was thinking mivec map maybe

I thought I'd log the following:

knock sum
throttle position
JDM map
rpm
speed
timing advance
injector duty cycle
Load MUT 2Byte Mod

Is MUT Load the correct load to monitor in terms of comparing data with the .hex tables? I ask because there's MUT Load, EcuLoad, Load Calculated, and Load11Bit4 in EvoScan

40 views and not a single reply...you guys only look at your cars rom? No one reflashes?

You can't safely tune especially on difficult fuel without a wideband, especially since some IX GSR are too lean on spool up with lean spool enable set to 3500 RPM and have dropped exhaust valves in standard trim.

With exhaust including O2 housing, airbox mod, AVC-R on my JDM IX GSR (FQ340 UK car) runs 1.8 bar from 2600-5600 RPM, 1.7 bar at 6000 RPM, 1.4 bar at 7000 RPM on 99 RON at 11.5:1 AFR, full MIVEC advance in spool and midrange and typically 3 or 4 degrees more ignition timing than standard JDM GSR with knock sums always 3 or less. Lean spool enable is 2000 RPM, disable is 7500 RPM to correct the fuelling anomalies the stock engine has on boost to 3500 RPM and the step richening at 7000 RPM (read more on evolutionm.net).

For items to log including load read up on evolutionm.net Ecuflash forum, there are lots of starter guides there.

S54fan wrote:You can't safely tune especially on difficult fuel without a wideband, especially since some IX GSR are too lean on spool up with lean spool enable set to 3500 RPM and have dropped exhaust valves in standard trim.

With exhaust including O2 housing, airbox mod, AVC-R on my JDM IX GSR (FQ340 UK car) runs 1.8 bar from 2600-5600 RPM, 1.7 bar at 6000 RPM, 1.4 bar at 7000 RPM on 99 RON at 11.5:1 AFR, full MIVEC advance in spool and midrange and typically 3 or 4 degrees more ignition timing than standard JDM GSR with knock sums always 3 or less. Lean spool enable is 2000 RPM, disable is 7500 RPM to correct the fuelling anomalies the stock engine has on boost to 3500 RPM and the step richening at 7000 RPM (read more on evolutionm.net).

For items to log including load read up on evolutionm.net Ecuflash forum, there are lots of starter guides there.

This has been a great help. I only recently picked up on the lean spool disable. Kept wondering why IDC was jumping up suddenly @ 7000rpm (lean spool disable is @ 7K on the rom). Car will be getting a wb02 soon. So far I've managed to eliminate half the knock but I don't want to pull anymore timing until I see the AFRs.

Out of curiosity, do u use the the original formula for Injector Duty Cycle in EvoScan? I find the stock idc% is too high for a stock car.

I now do 99% of my logging with my own logger on a Pocket PC, in there I use the formula IDC=IPW*RPM/1200

On normal petrol you can get away with stock fuel pressure, but it will be >90% at 11.5:1 if you optimise the stock turbo.

S54fan wrote:I now do 99% of my logging with my own logger on a Pocket PC, in there I use the formula IDC=IPW*RPM/1200

On normal petrol you can get away with stock fuel pressure, but it will be >90% at 11.5:1 if you optimise the stock turbo.

In your opinion does the octane of the gas have an effect on the IDC? Given a stock car if would u see a difference in IDC switching from 91 to 95?

Depends on many factors such as whether the gas contains alcohol, whether it is switching to low octane maps and using a richer fuel map, O2 sensors can also read differently depending on ignition timing...

It may of course be sensible to run richer on lower octane which would raise the IDC, but if you also reduce the boost you might end up where you started.