no offense. Read this. It is dyno proven! Dyno was done in a Va weather. It makes simple sense. While on the AFC "hack", the ECU still schedules fuel like stock mapping. The only difference is that, the voltage input from the MAP sensor is modified by the AFC. And since the ECU is set at lean condition, the variable is placed on the AFC to ensure fuel efficiency per RPM set point (Ne1, Ne2, Ne3, etc.). This is also why I recommend a minimum of 400cc injectors to ensure ample fuel is delivered.

http://www.homemadeturbo.com/forum/i...;threadid=8210

http://www.homemadeturbo.com/forum/i...;threadid=4383

 

a) those pages are inaccessable
b) the safc controls airflow signal, not timing

 

Not trying to spam....register. That site is not just for hondas eventhough majority is honda.

An S/VAFC is a tuning device. It allows for manipulation of signals. Signals are measured in voltage. Airflow is a signal with equated voltage reading. Since airflow is converted into voltage reading, what the AFC does is manipulate these voltage reading. Now, how does this affect the timing? Simple, Honda ECU's take MAP inputs (once again, converted in voltage signal). MAP and/or vaccum condition in the intake manifold sends a signal to the ECU to advance or retard timing but you must take into consideration that these signals have to pass through the AFC first. Normally, AFC's are rigged in between the sensor and the ECU to intercept the signals for manipulation/compensation. Here's another explanation from TurboEF9 taken from the threads I tried to link you to:

"Why would people not believe? Lack of understanding? It's a simple concept. Your tricking your ECU into thinking you're at less pressure than you actually are. If you look at the flow of an ignition map, you're advanced down low, and you retard are you get to higher pressures right?

Well, lets say, you're at 3000rpm @ 10inHg. This would normally yield you ~27-30 degrees advanced on a stock PM6 map. Now, at that SAME RPM and pressure, depending on how much you're leaned out, your MAP sensor signal is scaled down with a V-AFC. Meaning less voltage (which dictates pressure) is getting to your ECU from your MAP sensor. So you could be anywhere from ~33-37 degrees advanced at the same physical pressure, and rpm!

Another side note, depending on how much you've scaled, you map not even be using your entire map. So, tuning for open loop would be difficult to say the least"

 

Not trying to spam....register. That site is not just for hondas eventhough majority is honda.

An S/VAFC is a tuning device. It allows for manipulation of signals. Signals are measured in voltage. Airflow is a signal with equated voltage reading. Since airflow is converted into voltage reading, what the AFC does is manipulate these voltage reading. Now, how does this affect the timing? Simple, Honda ECU's take MAP inputs (once again, converted in voltage signal). MAP and/or vaccum condition in the intake manifold sends a signal to the ECU to advance or retard timing but you must take into consideration that these signals have to pass through the AFC first. Normally, AFC's are rigged in between the sensor and the ECU to intercept the signals for manipulation/compensation. Here's another explanation from TurboEF9 taken from the threads I tried to link you to:

"Why would people not believe? Lack of understanding? It's a simple concept. Your tricking your ECU into thinking you're at less pressure than you actually are. If you look at the flow of an ignition map, you're advanced down low, and you retard are you get to higher pressures right?

Well, lets say, you're at 3000rpm @ 10inHg. This would normally yield you ~27-30 degrees advanced on a stock PM6 map. Now, at that SAME RPM and pressure, depending on how much you're leaned out, your MAP sensor signal is scaled down with a V-AFC. Meaning less voltage (which dictates pressure) is getting to your ECU from your MAP sensor. So you could be anywhere from ~33-37 degrees advanced at the same physical pressure, and rpm!

Another side note, depending on how much you've scaled, you map not even be using your entire map. So, tuning for open loop would be difficult to say the least"

 

160 an hour for hondata....at abacus..who tunes AEM down here

 

Go back and read my 2nd post on page 1.
Thanks for playing.

 

indirectly affect timing?....... elaborate...... nevermind....... it is simply a function translated by the setting on the AFC.








but I guess you can consider it that way. To me, when it comes to tuning, you have to consider every variable the tuning device will affect. An AFC is definitely not a BTM, but it will "directly" affect timing based on its setting. It just doesnt have a dedicated mode to actually retard or advance timing. It's all good. Have a fine day tuning....

 

Directly would be the ecu.
Indirectly is what the afc does.

 

...nevermind..... I can see where this is going...... I'm not gonna waste space to prove my point......

 

if directly is the ecu, what is it called when i adjust timing at the distributor?

i wouldnt call it a direct or indirect manipulation, it is more or less an unwanted side effect....