"Ign Corr. Cyl1" AP guage

[stuntdoogie]

Anyone have this guage active on the AP and are experiencing negative timing with the v102 93 or any other map?

 

[Colin1337]

I had it active. I only saw negative very rarely at partial throttle.
At wot I saw timing advance as much as +6*

 

[stuntdoogie]

Im seeing -2.50 quite often especially after the cobb filter.

 

[Colin1337]

Weird, try getting gas from a different gas station? Maybe they got a bad tanker?

 

[stuntdoogie]

I already tried BP and Sunoco on my last fillup.

 

[RDgolfer]

I know Shell only gets gas from Shell...I don't know about other stations...you may have gotten some bad gypsy gas

 

[__V__]

Only positive here in Chicago but it has been cool out, waiting to see what it does when its hot out. No filter on mine just the AP.

 

[51t]

I'm getting negative numbers on 3rd gear pulls. 2nd gear is all positive up to +3.75. 3rd gear gets up to 2.25 then drops to ~-.1 then back up to 3.65. Ambient was around 70 and I have a K&N filter.

These numbers were on the first day of trying the 93 map. I tested the 91 map for a week and never saw a negative numbers. I'm using only Cevron 94 but I've heard from others/tuners the quality is poor. Every where else maxes out at 91 so Cevron is the only choice.

 

[iso100]

Ambient 66? and I finally put my AP gauges on. (Had not used that feature before now) Running 93 octane fuel from Royal Farms and the 93 v102 stage 1 map.

I had no timing pull and a max of 4.5? advance. My charge temps peaked at 85?. Car is completely stock except for the AP.

 

[COBB Tuning1]

I've never seen good results from Canadian 94 octane fuel, even on a 91 octane map.

If you get negative corrections in high gears from low RPM at partial throttle, that would be normal. It's a very high load situation, so it is better to downshift.

If you see negative corrections under full throttle otherwise, email a datalog to support and we can take a look at what might be going on.

Ian

 

[Froctor]

Just installed my ap and I went to see some family, about a 400miles roundtrip.

I have seen timing advance as much as +6.0 degrees and it went as low as -1.45 degrees. Running the 91 V102 map with 91octane fuel.

Most of the trip, I was in 6th gear @ 70mph on the cruise control. There was several hills so I guess the negative number would have been because it was too much of a load.

Other than that, super happy with the buy!

 

[DjDevilCloud]

The most I have seen is total engine timing advance of 33.92 or something like that.So like 8.3 max per cylinder.

 

[COBB Tuning1]

The most I have seen is total engine timing advance of 33.92 or something like that.So like 8.3 max per cylinder.

Ignition timing is calculated for each cylinder and will result in a solitary value that is not a concatenation of each cylinder. If Cylinder 1 fires at 34deg BTDC, this means Cylinders 2, 3, and 4 will also be very close to 34deg as well. Ignition timing correction is an individual adder for each cylinder based on knock sensor feedback and will vary for each specific cylinder. When monitoring ignition timing correction, you will want to see positive values as this indicates low levels of noise. Negative values will occur, but should not sustain. Typically, values up to -2.0 are acceptable under light load or transient situations, but if they are sustained during high load (WOT) conditions the octane level may need to be increased or the calibration changed to that of something less aggressive.

Cheers,
-Braden @ COBB

 

[stuntdoogie]

My main and important question is can this negative timing do damage to our engine?

 

[COBB Tuning1]

My main and important question is can this negative timing do damage to our engine?

Negative timing is normal at high load, this timing is occurring ATDC (after TDC) and is usually only seen at extremely low RPM. If you are referring to negative ignition timing corrections, these are not likely going to cause damage as the system is adjusting based on feedback. Over time, if these corrections remain it will make an adjustment to the OAR (Octane Adjust Ratio) which will globally lower the amount of timing that can be added to prevent knock. This OAR value will continually adjust itself as conditions change to give the most optimal combustion. Our calibrations are designed to take advantage of this dynamic system such that a fully learned OAR of -1.0 will deliver the maximum power we calibrate for.

Cheers,
-Braden @ COBB

 

[stuntdoogie]

Thanks Braden for clearing that up.

 

[Sourskittle]

Will it also "globally increase timing" if you don't see knock for an extended amount of time the same way it decreases timing if the oct is not high enough?

 

[COBB Tuning1]

Will it also "globally increase timing" if you don't see knock for an extended amount of time the same way it decreases timing if the oct is not high enough?

Yes, it has the fully capability to learn High (-1.0) and Low (1.0). It uses this value to multiply against the maximum amount entered in the Knock Sensor Timing Max. (Advance) table along with multiple other compensations to create the final timing request. The system is complex and immensely dynamic. It will work constantly to give you the most optimal and consistent burn.

Cheers,
-Braden @ COBB