Originally Posted by
Cutlass
Just got back from tinkering around. I zero'd the Burst Knock v Rpm table (pulls timing when you stab the throttle), further tweaked the PE delays, slightly leaned the PE WOT commanded air/fuel ratio, and massively overhauled the spark timing.
Here's what I did, I zero'd all the spark correction add/subtract tables (ECT, IAT, AFR, etc.). Then I copied the Max Torque Timing table over to the High and Low octance main spark advance. It sounds like the Max Torque Timing table is used by the PCM to calculate/estimate the engine torque output for reference purposes. The PCM will use that estimate to determine torque management and trans shift stuff (amoung other things I suspect)
Anyways I copied that theoretical Max Torque Timing table over the the Main Spark Advance tables. There are gaps in the tables that I smoothed using the "interpolate between" functions. I also had to do that to fill in the bottom half of the spark table (the Max table doesn't go down that far).
Flashed that calibration and its the first time I've really noticed a difference. I can actually power brake burnout and I can feel the truck making more power. I logged a 10 minute drive and there wasn't any spark knock.
I'm no expert and this was just a little experimental tinkering but if anyone want to look at it, let me know. I'll share.