Well if that's the case, DHP broke the rules because IFR is increased on their PCMs. I didn't make huge changes, just enough to get my fuel deliviery right. The technique is in their manual.

I use stock injectors. Any info on why adjusting IFR is a bad idea?

Keep in mind there are different schools of thought at the DHP board. Not everyone thinks the same thing. There are a lot of people who believe MAF tuning is bad because the PCM learns to compensate.

Tune #10

Started the MAF tune yesterday. Took about 5 scans, tuning a little each time. Instead of trying to tune for ideal O2 values, I increased values in the MAF table at the freq where KR occurred, basically drowning the knock with fuel. My O2s are above 950, but I don't care. The fuel can run out my pipes if it helps reduce knock.

And it worked! Yesterday I was seeing 3-5º KR at WOT; last night from 0-95 mph I saw three small spikes, all below 1.9º. The car felt nice and quick, especially right after a shift. I think with a couple more scans I can get it down to zero. I'm calling this my "45º F tune". Hope the weather stays cool until IDD.

On the way to work this morning, I noticed from a roll (60 mph) if I go WOT, I'm still seeing a brief spike of 2-3º KR, and have also noticed my LTFT is now consistantly negative (rich) compared to last time. Still locks at zero for WOT though. Not sure why this is, but it may have something to do with changing IFR like dreww was pointing out (or it could be the weird weather). I'm going to try and lean out the IFR a bit to compensate.

My battery is crapping out too. Instead of a new battery, I bought a DC/AC power inverter at Best Buy for $35. Now I can run any low-power plug-in from the accessory or cig lighter plug.

I did not use any IFR or MAF calculator programs, I adjusted my tables manually. I don't trust those calculators because I didn't write them. Manual adjustment takes longer, but gives a better understanding of what's going on, imo.

Are you using PowrTuner? Mine has a chart for different IFR values at each MAP value from 10-100.

Are the options "there" but the powertuner team did not make them usable you think? Like you can't see them but in reality the code is there? They just maybe didnt feel like going in depth on just the 96 year....

If the team didn't make them available, they might as well not be there. There are a lot of options that they don't use at all for any car. No harm in asking. Someone should send them an email or post at the DHP forum.

Thats what I'm saying. Good idea to contact them.

BTW what isn't available for your car?

From what I've read no one knows really except Charles, who runs DHP. Some suspect that not all the tables are included with the Powrtuner software. With a Tech 2 for instance, you can control way more stuff.

Here's a couple graphs comparing the 3.2" and 3.4". In the first graph (RPM vs. KR) the 3.2" shows more frequent knock, but it's below 3º and fairly short-lived (not severe, imo):



The resulting performance increase (Throttle % vs. MPH from the same run) is impressive:

Well you answered my question over here . Looks like the 3.2 isn't much more kr than the 3.4?

In this case it looks that way, but not really. the 3.4" run was without much of a tune (didn't need it until up high, really). The 3.2" took some dailing in. Before the tune I was running near stock MAFF values. KR popped up earlier, and sustained in the 3-5º range. I got a nasty peak of 6º last year at the track. Now it's under control it seems, at least at 40ºF, but no, we are not comparing apples to apples in terms of KR. I'll try to find a previous scan of the 3.2" so you can see how it was.

Well it got warmer, and 3.2" SC pulley doesn't like it very much. Tried tuning for 75F temps, but KR is back. I've got a 3.3" on the way. In the meantime, put the 3.4" back on and will try to tune it for the hotter weather.

Hope it cools down a bit for IDD this weekend.