- Subaru ECU Timing Control Methods
- Fine Learning Knock Correction (FLKC)
- Feedback Knock Correction (FBKC)
- Ignition Advance Multiplier (IAM)
- Timing Advance (Maximum) Tables
- Base Timing Tables
- Other timing compensations (ECT, IAT, per cylinder, etc.)
- Knock Safeguards (Disable Boost Control, Switch to failsafe fuel map)
- Timing vs RPM (Torque Peak, VE)
- Timing usually should mirror the torque curve or volumetric efficiency of an engine. You usually want less timing at torque peak and more advance to deal with torque dips in your power band. This is because raising timing increases volumetric efficiency and cylinder pressure.
- Timing and Power (Most power near threshold of knock)
- Timing Advance and Diminishing Gains
- Adding timing will increase torque, with horsepower increasing along with it. As you advance timing power will increase, increase, plateau, then knock. You want to see quite a gain from a degree of timing, maybe up to 10hp per degree. On the street this becomes very difficult. If you’ve been adding timing and all of a sudden the car doesn’t “feel” any faster, take that map off of the car and reflash the last timing map onto the car. There is no point in adding more timing than you need.
- Tuning Timing for Fast Turbo Spoolup
- Avoiding, guarding and watching for Detonation
- LIFT WHEN YOU THINK YOU HEAR KNOCK!
- Other Electronic Monitoring (KnockLink, PLX Devices)